Sat nav signals enlisted to measure ocean wind and waves

Sat nav signals enlisted to measure ocean wind and waves

It's rarely a problem to tell how rough the sea is when you're afloat on it. But gauging conditions from a distance and across a wider area has always proved much harder.
Now scientists have pioneered a way to use signals from satellites in navigation systems like Global Positioning System (GPS) or Galileo to measure the intensity and direction of ocean wind and waves from space.

GPS signals are found constantly everywhere in the world, and if properly interpreted could dramatically improve our ability to monitor the oceans, providing a large amount of data on conditions at sea to marine scientists and meteorologists. This would help improve advance warning of storms and weather forecasts.

Specialised satellites can already provide data on wind speed and direction, but the global coverage is daily at best. Taking advantage of GPS signals could give scientists access to far more measurements closer to real-time.

The researchers hail from the National Oceanography Centre, Southampton (NOCS), private company Surrey Satellite Technology Ltd and the University of Sannio in Italy.

Surrey Satellite Technology developed a small, lightweight instrument that can be installed on a satellite in low Earth orbit to measure the signals bouncing off the planet from the network of GPS satellites orbiting far above. The researchers' findings appear in Geophysical Research Letters.

'This is a great achievement as it demonstrates the capability of this low-cost technology to provide ocean roughness data', says Dr Christine Gommenginger, a specialist in exploiting satellite data for oceanography who supervised the project at NOCS, adding that this information is expected to complement rather than replace the data gained from dedicated Earth observation satellites.

The technique involves detecting signals from global navigation satellites after they are reflected from the ocean's surface. The idea, known as Global Navigation Satellite System-Reflectometry, or GNSS-R, was first proposed in 1993 but its spaceborne implementation is only now becoming a reality.

Satellites of opportunity

'The GNSS-R instrument doesn't need to generate its own sounding signals; it can therefore be very small and has low power requirements, so it could piggy-back on any satellite,' adds Gommenginger.

'In the future we would like to be able to put this kind of Earth observation payload on commercial satellites, such as telecommunication satellites, taking advantage of these as platforms of opportunity in space in the same way as in oceanography we now gather data with instruments on ships of opportunity.'

One such opportunity could have been on the Iridium NEXT constellation of telecommunications satellites, which was seeking Earth Observation instruments to include in their payload, but the timescale proved too short to make this a reality.

Work is now underway to build the next generation of GNSS-R receivers with improved performance in a project funded by the Centre for Earth Observation Instrumentation led by SSTL. The team hope that such a GNSS-R receiver will be included in the payload of the follow-on to the European Space Agency's Soil Moisture and Ocean Salinity (SMOS) mission - SMOSOps.

Researchers first proved the concept from space in 2005, but this early work gave information only on ocean roughness; the new work establishes for the first time that reflected navigation signals can also provide information about the direction of roughness.

Navigation satellites orbit around 20,000 kilometres above the ground. For this research their signals bounced off the sea surface and were collected by a receiver on Surrey Satellite Technology's UK-DMC satellite, which orbits at just 680 kilometres. The UK-DMC satellite was part of the SSTL Disaster Monitoring Constellation, which main function is global imaging primarily for disaster monitoring purposes.

Just one second's worth of GNSS-R data gives the scientists the information needed to build a picture of conditions at the sea surface. As well as directional wind and wave information, the reflected signals could also be mined for information about the mean sea level to perform ocean altimetry.

The researchers compared the satellite results with model predictions and against in situ wave data from the US National Data Buoy Center. Earlier research had collected reflected navigation satellite signals over the Mediterranean using a receiver on an aircraft, but the technique needed to be demonstrated from satellites which make it possible to achieve global coverage and does not depend on a time-limited aircraft mission to take measurements

WEATHER NOTE

Volcano Hazards Program Observatories and Centers

Monitoring and research at the five volcano observatories in conjunction with the Menlo Science Center in Menlo Park helps advance our understanding of active volcanism and allows the Volcano Hazards Program to provide warnings of impending eruptions in the United States. We monitor earthquake activity, ground deformation, gas chemistry, and other geophysical and hydrologic conditions before, during, and after eruptions.

Observations are used to detect activity leading to an eruption, provide real-time emergency information about future and ongoing eruptions, identify hazardous areas around active and potentially active volcanoes, and improve our understanding of how volcanoes erupt and change our environment. The Volcano Disaster Assistance Program also assists other nations prepare for and respond to volcano emergencies.

Alaska Volcano Observatory (AVO): The Alaska Volcano Observatory monitors Alaskan volcanoes from its locations in Anchorage and Fairbanks, Alaska. It is supported by the U.S. Geological Survey, the Geophysical Institute of the University of Alaska Fairbanks, and the Alaska Division of Geological and Geophysical Surveys.

Cascades Volcano Observatory (CVO): The USGS Cascades Volcano Observatory monitors the U.S. Cascade volcanoes and is located in Vancouver, Washington. The USGS Volcano Disaster Assistance Program, which is headquartered at CVO, is supported by the USGS and the U.S. Agency for International Development's Office of Foreign Disaster Assistance.

Hawaiian Volcano Observatory (HVO): The USGS Hawaiian Volcano Observatory is located in Hawai`i Volcanoes National Park on the Big Island of Hawai`i.

Long Valley Observatory (LVO) The USGS Long Valley Observatory manages the monitoring efforts for the Long Valley Caldera from the USGS Western Region Headquarters in Menlo Park, California.

Yellowstone Volcano Observatory (YVO) The Yellowstone Volcano Observatory monitors and studies the active geologic processes and hazards of the Yellowstone Plateau volcanic field and its caldera. The Observatory is supported by the U.S. Geological Survey, University of Utah, and the Yellowstone National Park. Yellowstone National Park contains the largest and most diverse collection of natural thermal features in the world.

Worldwide Volcanology Sites

For worldwide volcano information, please see the Smithsonian Institution's Global Volcanism Program.

USGS Volcano Hazards Program Webcams

Below is a list of webcams of U.S. volcanoes. All webcams are operated by the USGS, unless otherwise noted. The images below are not the webcams but links to the webcams. The images were taken in the past by cameras and are meant to show the approximate area, not necessarily the view from the webcam.

Pu`u `O`o vent, Kilauea Volcano (HVO)

Halema`uma`u, Kilauea Volcano (HVO)

Summit caldera of Mauna Loa Volcano (HVO)

USDA Forest Service - Mount St. Helens Crater

Akutan, Alaska (AVO)

Augustine from Homer, Alaska (AVO)

Augustine Island, Alaska (AVO)

University of Alaska Geophysical Institute Augustine camp on the west side of the island, Alaska (AVO)

Near Infrared (NIR) Augustine, Alaska - best during low light (AVO)

Mount Cleveland, Alaska (AVO)

Fourpeaked Volcano, Alaska (AVO)

Katmai, Alaska (AVO)

Pavlof Volcano, Alaska (AVO)

Peulik, Alaska (AVO)

Mount Spurr, Alaska (AVO)

Mount Spurr, Alaska from station CKT (AVO)

Veniaminof Volcano, Alaska (AVO)

MARITIME NOTE

Amver Tanker Dispatched To Rescue French Yachtsman

Vendee Globe organizers lost all communications with French yachtsman Jean Le Cam after his sailboat capsized 200 miles off the coast of Cape Horn early Tuesday morning. An international effort, including a tanker dispatched by the Amver system, was underway to rescue the sailor.

Search and rescue authorities from Chile, France, and the United States Coast Guard Amver system are working together to coordinate the rescue.

Chilean authorities dispatched a rescue aircraft and, using data from the United States Coast Guard Amver program, requested the Bahamian flagged oil tanker Sonagol Kassenje to Cam's last known position.

Winds greater than 25 knots prevented the tanker crew from lowering their rescue boat. The Sonagol Kassenje, managed by Sonagol, remains on scene waiting for safer weather conditions. Cam remains trapped in the overturned hull of his sailboat but has been able to communicate with fellow racer Vincent Riou.

RS

Volcanoes: Nature's Way of Letting Off Steam

Volcanoes: Nature's Way of Letting Off Steam

Whether it's natural gas drilling unleashing a mud volcano that has engulfed 12 Indonesian villages or the eruption of Krakatoa in 1883 blanketing the world in enough particles to block out the sunshine and lower temperatures by more than a 1.8 degrees Fahrenheit (1 degree Celsius), volcanoes are among Earth's most destructive natural phenomena.

These openings, or vents, in Earth's crust allow hot ash, steam or even magma to erupt. Lava flows can then build new land in the ocean—as in the case of Hawaii—or entomb whole cities, as in the case of Pompeii in A.D. 79.

Scientists can predict when such an eruption will occur by measuring a series of indicators, including earthquakes and gas emissions at the volcano. But these methods are not foolproof—and surprises still occur. But, at the same time, tapping the hot rocks deep beneath the surface could provide a strong and renewable source of power.

Slide Show: Images of Volcanoes

WEATHER NOTE

New planning laws will include duty to combat climate change

All new major infrastructure projects in England and Wales will have to be prepared for hotter summers, floods and other changes in the weather caused by climate change under new planning laws.

• Fears that 'eco-towns' will recycle bad planning
• 'Streamlined' planning system won't be popular
• Online map highlights possible changes to planning law

New amendments to the Planning Bill mean planning proposals for any new airports, power stations or other projects will show how they will mitigate and adapt to climate change before they are approved.

The controversial Bill, that has been brought in to speed up the planning process on big projects, will replace the current system or regional plans with more centrally led National Policy Statements.

These new statements will now have to "show how they mitigate and adapt to climate change - and Government must explain how it does this to parliament."

Hazel Blears, the communities secretary, said the move would help the UK to meet ambitious targets to cut greenhouse gases by 80 per cent by 2050.

"With climate change now firmly implanted in this bill it really will deliver, in a more democratic system, the low carbon economy we need to move to."

However Hugh Ellis of Friends of the Earth said the legislation was not strong enough.

"We needed forceful, clear language on the duty of the Secretary of State to reduce emissions - we do not have that. We have a convoluted duty that will not help."

Top 10 Most Expensive Accidents in History

Throughout history, humans have been prone to accidents. Some can be very expensive -- whether through property damage or expenses incurred related to the accident such as cleanup and industry losses. Here are some of the ones that cost the most.

The Titanic -- $150 Million

The sinking of the Titanic is possibly the most famous accident in the world. On April 15, 1912, the Titanic, considered to be the most luxurious ocean liner ever built, sank on its maiden voyage. Over 1,500 people lost their lives when the ship ran into an iceberg and sunk in frigid waters. The ship cost $7 million to build ($150 million in today's dollars).

Tanker Truck vs. Bridge -- $358 Million

On August 26, 2004, a car collided with a tanker truck containing 32,000 liters of fuel on the Wiehltal Bridge in Germany. The tanker crashed through the guardrail and fell 90 feet, resulting in a huge explosion and fire which destroyed the load-bearing ability of the bridge. Temporary repairs cost $40 million and the cost to replace the bridge is estimated at $318 Million.

Metrolink Crash -- $500 Million

On September 12, 2008, in one of the worst train crashes in California history, 25 people were killed when a Metrolink commuter train crashed head-on into a Union Pacific freight train in Los Angeles. The Metrolink train may have run through a red signal while the conductor was busy text messaging. Wrongful death lawsuits are expected to cause $500 million in losses for Metrolink.

B-2 Bomber Crash -- $1.4 Billion

A B-2 stealth bomber crashed shortly after taking off from an air base in Guam on February 23, 2008. Investigators blamed distorted data in the flight control computers caused by moisture in the system. This resulted in the aircraft making a sudden nose-up move which made the B-2 stall and crash. It was the most expensive aviation accident in history. Both pilots were able to eject to safety.

Exxon Valdez -- $2.5 Billion

The Exxon Valdez oil spill was not a large one in relation to the world's biggest oil spills, but it was a costly one due to the remote location of Prince William Sound, which is accessible only by helicopter and boat. On March 24, 1989, 10.8 million gallons of oil was spilled when the ship's master, Joseph Hazelwood, left the controls and the ship crashed into a Reef. The cleanup cost Exxon $2.5 billion.

Piper Alpha Oil Rig -- $3.4 Billion

At one time, Piper Alpha was the world's single largest oil producer, spewing out 317,000 barrels of oil per day. On July 6, 1988, as part of routine maintenance, technicians removed and checked safety valves which were essential in preventing dangerous build-up of liquid gas. There were 100 identical safety valves which were checked. Unfortunately, the technicians made a mistake and forgot to replace one of them. At 10 PM that same night, a technician pressed a start button for the liquid gas pumps and the world's most expensive oil rig accident was set in motion. Within 2 hours, the 300 foot platform was engulfed in flames. It eventually collapsed, killing 167 workers and resulting in $3.4 billion in damages.

Challenger Explosion -- $5.5 Billion

The Space Shuttle Challenger was destroyed 73 seconds after takeoff due on January 28, 1986 due to a faulty O-ring. It failed to seal one of the joints, allowing pressurized gas to reach the outside. This in turn caused the external tank to dump its payload of liquid hydrogen, causing a massive explosion. The cost of replacing the Space Shuttle was $2 billion in 1986, or $4.5 billion in today's dollars. The cost of investigation, problem correction, and replacement of lost equipment cost an additional $1 Billion in today's dollars.

Prestige Oil Spill -- $12 Billion

On November 13, 2002, the Prestige oil tanker was carrying 77,000 tons of heavy fuel oil when one of its twelve tanks burst during a storm off Galicia, Spain. Fearing that the ship would sink, the captain called for help from Spanish rescue workers, expecting them to take the ship into harbor. However, pressure from local authorities forced the captain to steer the ship away from the coast. The captain tried to get help from the French and Portuguese authorities, but they too ordered the ship away from their shores. The storm eventually took its toll on the ship resulting in the tanker splitting in half and releasing 20 million gallons oil into the sea. The total cleanup cost $12 billion.

Space Shuttle Columbia -- $13 Billion

The Space Shuttle Columbia was the first space-worthy shuttle in NASA's orbital fleet. It was destroyed during re-entry over Texas on February 1, 2003, after a hole was punctured in one of the wings during launch 16 days earlier. The original cost of the shuttle was $2 billion in 1978. That comes out to $6.3 billion in today's dollars. Investigation and search and recovery of debris added to the cost, and in the end, the total cost of the accident (not including replacement of the shuttle) came out to $13 billion.

Chernobyl -- $200 Billion

On April 26, 1986, the world witnessed the costliest accident in history when a reactor at the Chernobyl nuclear plant exploded. 50 percent of the area of Ukraine is in some way contaminated. Over 200,000 people had to be evacuated and resettled while 1.7 million people were directly affected by the disaster. The death toll attributed to Chernobyl, including people who died from cancer years later, is estimated at 125,000. The total costs including cleanup, resettlement, and compensation to victims has been estimated to be roughly $200 Billion. The accident was officially attributed to power plant operators who violated plant procedures and were ignorant of the safety requirements needed.

MARITIME NOTE

Attempts to save oldest freighter on Great Lakes fail; E.M. Ford headed to scrapyard

November 11, 2008 09:13AM

(Jeffrey LaMonde | Times PhotoThe 110-year-old E.M. Ford, the oldest freighter on the Great Lakes, is headed for the scrapyard. Attempts to save the historic 428-foot-long vessel, or at least parts of it, failed as it was expected to start its journey from the Saginaw River to the Purvis Marine Scrapyard in Sault Ste. Marie, Ontario, this morning.)

The E.M. Ford's 110-year journey has ended.

Attempts to save the historic 428-foot-long vessel, or at least parts of it, failed as it was expected to start its journey from the Saginaw River to the Purvis Marine Scrapyard in Sault Ste. Marie, Ontario, this morning.

"This is an extremely tragic loss," said Don Morin, a representative from the Saginaw River Marine Historical Society in Bay City. "We had been keeping our eye on the ship for the last decade knowing that someday it might become available, but ... we weren't on the list that received notification that it would be available to a museum group."

The E.M. Ford was built in 1898 and is the oldest freighter in the Great Lakes. It was a bulk ore carrier before it was converted to a self-unloading cement powder carrier for the LaFarge North America Cement Plant in Saginaw County's Carrollton Township - but has been mainly empty for a few years.

(Jeffrey LaMonde | Times PhotoTwo workers chat as the E.M. Ford prepares for its trip to the Purvis Marine Scrapyard in Sault Ste. Marie, Ontario.)

"Apparently it hasn't held any cement for quite some time though," said Don Comtois, president of the Saginaw River Marine Historical Society. "Of course with the economy down they don't need it anymore and it becomes a liability instead of an asset for a company."

Morin said operating marine museums were told by LaFarge of plans to scrap the freighter or give it to a museum. But the Saginaw River Marine Historical Society - which does not have an operating museum - didn't find out about the boat's availability until two weeks before the one-year deadline.

The E.M. Ford, or parts of it, could have made a nice addition to a proposed Bay City Maritime Heritage Center. Such a center has been planned for the Uptown at Rivers Edge property, although it is still in the preliminary stages.

"We knew the group in Alpena, the NOAA (Thunder Bay National Marine Sanctuary), wanted the engine ... and we would have taken the pilot house, but by the time we got back with LaFarge, the contract had already been signed for it to be scrapped."

Comtois, a longtime admirer of the E.M. Ford, said his favorite part of the historic freighter is the pilot house - which is unlike any other pilot house on the Great Lakes. The Ford's pilot house is among the biggest, with three stories housing steering quarters, captains quarters and guest quarters, according to Morin.

"It had a very tall pilot house compared to other Great Lakes boats," said Comtois. "It had guest quarters, its own galley forward (dinette area), patio doors ... it was a pretty little boat."

(Jeffrey LaMonde | Times PhotoThe E.M. Ford was built in 1898 and is the oldest freighter in the Great Lakes. It was a bulk ore carrier before it was converted to a self-unloading cement powder carrier for the LaFarge North America Cement Plant in Saginaw County's Carrollton Township - but has been mainly empty for a few years.)

The engine the Thunder Bay National Marine Sanctuary had its eye on was a 1,500-horsepower, quadruple-expansion steam engine, very similar to the engine used in the Titanic and White Star Line.

The Thunder Bay National Marine Sanctuary and Saginaw River Marine Historical Society will most likely try to work out a deal with the Purvis Marine Scrapyard once the freighter gets there, but Morin isn't hopeful. He believes the legal contracts for the deal won't allow the boat to come back onto U.S. waters.

"It's too bad though," he said. "Either the ship, or at least a couple of artifacts, would have been a good starting point to get the community rallied around (raising awareness for the Bay City Maritime Heritage Center)."

Comtois believes that if people would have known sooner about the fate of the E.M. Ford, there may have been a way to save it.

"The E.M. Ford ... has been a familiar site on the Saginaw River for at least 30-40 years," he said. "It's just sad to see a piece of history go, it's something that can never be reproduced.

"When anything of historical value is lost, we feel kind of sad about it. But that happens, unfortunately."

RS