La réalité augmentée est désormais une vraie technologie existante pour les masques de plongée (DAVD). Tandis que la technologie n’est pas encore disponible sur le marché de plaisance, elle a quand même générée beaucoup d’intérêt.
The Divers Augmented Vision Display (DAVD) is the work of the US Navy and currently unavailable for recreational use but it is still creating a lot interest around the diving scene, just because there are so many useful metrics that the device could display.
US Navy Develops The Divers Augmented Reality Display
The head of the R&D department was not exactly being humble about the work in saying that it has, “a capability similar to something from an Iron Man movie” but perhaps he has a point. Just imagine having a real time sonar sensor that directly displays in front of you while being at the bottom of the sea. On top of this there is briefing data and messaging that would allow for more streamlined communication during dives. The sonar technology would also come in handy for being able to get more visual information in zero visibility dives.
While it doesn’t specify how one would go about navigating through the various metrics, it seems that it can be controlled by the wearer’s eye direction.
You could also assume that they would have a host of other features they could add by simply setting up a link to all the hardware they have.
Maybe one day it might just be possible to plug-in TIMEZERO software into your diving helmet or goggles.
Once again the young group of Frenchies sailing around the world have come up with another fun episode, this time visiting the far removed Papua New Guinea. They stop at a remote inhabited island to get greeted by smiling faces in a place where a stranger is welcomed like a family member. The team help out the local islanders as best they can fixing up solar panel electronics and with basic medicines.
Watch Episode 29
About Eco Sailing Project
The aim of their voyage is to be the first to sail around the world using only electric power and sails. To prove that it is possible will hopefully lead to more people adopting the practice but more importantly their mission will raise awareness about the fragility of our oceans and how we should all look to move towards sustainable energy solutions.
Scientists have recently mapped the genetic code of an octopus, Octopus bimaculoides. The study found that the common octopus has over 33,000 protein coding genes (we mere humans only have 20,000 protein coding genes). The study also noted octopuses as having a DNA that is highly rearranged.
US researcher Dr Clifton Ragsdale, University of Chicago stated, “The octopus appears to be utterly different from all other animals, even from other molluscs with its eight prehensile arms, its large brain and its clever problem-solving abilities.”
Of the gene groups mapped, octopuses were found to have 168 of the protocadherins genes which regulate the development of neurons and the short-range interactions between them. That’s more than twice as many as mammals. Maybe just one explanation to their large brain and the “organ’s even-stranger anatomy”.
Two-thirds of the octupus’s half a billion neurones spill out from its head through its arms, without needing long-range fibres such as those in vertebrate spinal cords.
The ability of their “arms” to act independently, even when seperated from the rest of the body has made them an interesting study for neuobiologists and roboticists to make soft, flexible robots.
“The late British zoologist Martin Wells said the Octopus is an alien. In this sense, then, our paper describes the first sequenced genome from an alien,” Dr Clifton Ragsdale.
There is a current trend taking place among cargo ships to reduce their carbon emissions. For the most part it is economically viable go look at green shipping practices which can be defined as anything that reduces the carbon footprint of shipping. The reason that it is so important to look to reduce the emissions of these carbon footprints is primarily because 50% of costs for these vessels comes from the fuel itself. So simply by reducing fuel costs, shipping companies make more money.
Transporting cargo by boat remains the most efficient and carbon friendly means of transport but there are still billions of tons of CO2 being released into the atmosphere each year as a result of the ship transport industry. Ships transporting cargo equals 2.6 percent of total carbon emissions worldwide and that number is certainly going to increase at a rapid rate as is reported in this European Parliament report which estimates shipping accounting for 1/6 of total carbon emissions by 2050.
L.N.G Powered Ships
This method uses liquefied natural gas which can be chilled to minus 260 degrees Farenheit. This releases up to 20% less carbon emissions than the standard tar like fuel.
“We came to a decision that rather than putting Band-Aids on things, we should look for ways to address core issues of maritime emissions,” Peter Keller, executive vice president of Tote, who built two ships that can use this technology after shelling out $350m. This method is not necessarily cheaper but provides a better marketing angle for companies who want to reduce their carbon footprint during transportation of goods.
Several companies such as Silverstream have created a bubble technology to produce a carpet of bubbles along the bottom of a ship. As the hull is mostly encountering air instead of water, the friction encountered is reduced and so the ship can go faster. Tests on a Shell 575 foot long tanker showed nearly 5% change in fuel efficiency and with further improvement they feel that they could even get close to 10%. While this technology is in it’s infancy, with time it could become adopted on a mainstream level.
Slow steaming has had a significant impact on liner ships since the economic crisis back in 2008. Simply by reducing the speed, by several nautical miles per hour, fuel consumption is reduced significantly and less CO2 is emitted overall.
Over improvements can be small but effective such as polishing propellers or coating the hull with paint that inhibits algae growth. In any case, it would seem that real technological advancement will need to take place in these larger ships before it can be passed down to the leisure boat industry.
With 70,000 cargo ships on the high seas there is a lot of potential for decreasing carbon emissions and saving money, so technological advances seems like a no brainer. Perhaps it won’t be too long before your boat will be fitted with air bubble friction reduction technology.
Watch this video below about improving shipping fuel effeciency:
The size and extent of the ice sheet in the Artic varies considerably from one year to the next and from one region to another.
Our observations for the period between 1977 and 2015 indicate a direct correlation between the melting of the ice and the position of anticyclones in the Northern Hemisphere in relation with the trajectories of the depressions.
We are very happy to announce that MaxSea has recently developed a new partnership with French expedition ‘Under the Pole‘. By providing our navigation software to this great organization, we are able to contribute in some way to the fantastic research that they carry out.
What is Under the Pole?
Under the Pole carries out a series of underwater polar expeditions to explore the polar environment. Their aim is to increase scientific knowledge of the poles.
Each time they carry out a new expedition, they build up more knowledge that is added to the existing data base. Each expedition is also considered a preparation for the next one.
What have they done so far?
From March to May, 2010, Under the Pole carried out an expedition to the North Pole, which lasted for 45 days.
During this trip, they studied the icecap in the middle of the Arctic Ocean, and led a unique submarine exploration under extreme conditions.
In January 2014, Under the Pole have began an expedition to West and North Greenland, which will last for 22 months altogether, and is being dubbed “Part II”.
This is a continuation of the study carried out at the North Pole. This time they will focus on the submarine environment between the pole and the polar circle.
In 2016, they will move to the other hemisphere and will lead an expedition to Antarctica.
We wish Under the Pole all the best in these exciting and enlightening expeditions!
The Arctic is a victim of climate warming.
A fascinating world is disappearing.
Some species living there are threatened of extinction.
The stormy weather that is currently affecting Europe began on approximately December 17th 2013, and more strong winds are forecast. This succession of storms has been named “the Winter Storms” and has caused widespread power cuts, flooding and snow storms.
The seas have of course been affected as a result, making it extremely dangerous to navigate in many areas. It is currently not advised to navigate in most parts of Europe.
The UK had its wettest January since records began, and continues to battle ferocious flooding and violent seas. 100mph winds have been recorded, blowing down trees, trucks and people.
Serbia: At least 1,000 people had to be rescued from snow storms in Serbia at the end of January. Gusts of more than 150km/h (93mph) battered towns across the country, as police and the army helped motorists trapped by snow drifts.
Portugal: Violent high waves have been recorded along its coastline.
Here is a summary of the different storms that have been ravaging Europe during the Winter Storms:
Bernd (Emily) – December 17–21, 2013.
Wind gusts hit the west of Ireland at 133 kilometres per hour (83 mph) and there were strong winds across Scotland and parts of England. This caused power outages in 22,000 homes, 8 injuries and one fatality.
Dirk – December 21–28, 2013.
National severe weather warnings for wind and rain across southwest and northern areas of the UK.
Erich – December 25, 2013–January 1, 2014.
Further rainfall and some stormy conditions.
Anne – January 1–6, 2014.
Storms along the coasts of France and the United Kingdom
Christina – January 3–10, 2014.
An area of low pressure responsible for a winter storm in the USA and Canada moved over the Atlantic and was named Christina by the Free University Berlin on January 3.
Nadja (Brigid) – January 29–February 5, 2014. 945
Coastal flooding from Scotland to Spain. Teenager reported missing in northern Spain and a woman was washed away off the coast of the UK.
Petra – February 3–8, 2014.
Coastal flooding and high waves from Ireland to Spain, with Cork flooded again. The Cargo ship Luno was washed ashore and broke in two near Bayonne, France.
Qumaira – February 5–8, 2014.
Many areas of France were placed on orange alert, with further flooding across Brittany.
Ruth (Charlie) – February 6–12, 2014.
Stephanie – February 8–13, 2014.
Affected the Iberian Peninsula and southern France before moving across the Mediterranean towards Italy. The entire Portuguese coast was put on red alert in anticipation of expected high seas and gale force winds.
Tini – February 10–Currently active, 2014.
The UK Met Office issued a rare red warning of wind for North Wales and north western England. Met Eireann issued a red alert for southwest Ireland in counties Cork and Kerry.
The Winter Storms are forecast to continue for the short-term future at least. Remember to take all possible measures to stay safe, and avoid boating until the waters calm down.
Joëlle & Janusz Kurbiel from Imerpol are truly veteran sailors, having sailed together for decades. They rely on MaxSea software onboard.
Here, they recount having retraced the routes takes by the Vikings many years ago.
The accounts of the extraordinary journeys of the Vikings have come to us through the sagas, the epic narratives that were written two to three centuries after the events. This makes them difficult to interpret and even more so because their translations were not done by sailors.
We have followed the same routes as the Vikings for nearly forty years and some details that translators did not identify seem obvious to us. We are able to say with certainty that the Vikings’ explorations were in no way due to chance.
If it is true that Bjarni saw an unknown land being blown out of his route by a storm, he still managed to find his way to Greenland and described it well enough to allow Leif to find it again.
As evidenced by the breakthrough discovery of an undoubtedly Viking site by Mr. and Mrs. Ingstad at L’Anse aux Meadows, Newfoundland, Canada, they also landed in America 500 years before Columbus.
Yes, but how?
In order to better understand, we isolated all information relating to navigation contained in the sagas and we compared them to the reality in the field over many years.
Contrary to what is generally believed, the route between Greenland and Labrador does not present great difficulties. With favorable winds it took four days for a Viking ship to cross and once they got there, they just had to sail along the coast when the weather permitted.
As in their home country, the Vikings had to reckon with Nature: gales and fog are common around there but also anchorages to stop and start in good conditions. As for the ice, it is necessary to wait until the end of July so that it is less dense and then sail back home before the Autumn storms, long before they form again.
They were therefore accustomed to these sailing conditions and the question is how did they manage to sail for those four days without seeing the coast?
Some have suggested that they were navigating with the stars as the Melanesian people did, forgetting that they are invisible in the white polar summer sky around 60 ° N. They reappear in August but it is still necessary for the sky to be cloudless or fogless to see them. Same problem with navigation with the sun and thus they could go out to sea only in clear weather to keep the sun at a certain angle depending on the time of the day and follow what we call the latitude. However, these conditions are very rare in the region.
When comparing the clues provided by the sagas with our own observations, we were able to understand the art of navigation of the Vikings. After sailing on the same routes onboard our first four exploration sailboats specially adapted for the polar regions, we built a wooden one, Vagabond’elle, to be as close as possible to their realities.
Like them, we had to wait for favorable winds to cross from Norway to the Shetlands and then to the Faroe Islands, Iceland and Greenland, to reach Labrador on the American continent. Like them, we continuously scour our environment.
We watch for
the emergence of a certain type of cloud or mirages that indicate the presence of land or ice
the direction of waves and swell to know the position of storms and the direction of the winds. We follow the migration of the birds that always go to the same land and at the same period to breed
By simple methods we note our speed and calculate the distance covered in twenty-four hours. Even without seeing the stars, by carefully observing our environment we are able to follow a given course. When approaching a coastline, we note its characteristics, we engrave every detail in our memories: the terrain configuration, the depths, currents, tides, prevailing winds.
The art of the Vikings’ navigation got lost over time with the arrival of the compass and then the quadrant.
The old techniques were not in use any more and we got accustomed to rely on instruments that are much safer than what mariners call “estimates”, a subtle combination of techniques and seamanship, the result of a vital necessity.
Janusz was just recently the ice pilot aboard a cruise ship and he could see how much the old methods were permanently lost to the ease of technology among young cadets. Myself, who had no other master than Janusz, I learned to sail with instruments and I could not navigate without them.
In his native Poland, Janusz learned to sail half a century ago as people did a thousand years ago with a plumb line, a primitive compass, the observation of the marine environment and the understanding of the mechanisms linking these observations and he acquired over the years what we call “seamanship”.
When we capsized for the fourth time in the North Atlantic Ocean off Greenland with Vagabond’eux many years ago, we found ourselves in just two hours without a radar, wind vane, anemometer, radio – with nothing – and with such weather that we could never see the sun or the stars for the 20 days that separated us from France.
And Janusz arrived right at the Lizard lighthouse that marks the entrance of the Channel.
Overfishing means fishing at a faster rate than the fish can be naturally replaced in a certain area – it is unsustainable and leads to a depletion of the fish population.
Overfishing is a topic that has received a lot of attention in recent years but unfortunately, the situation appears to be gradually worsening. What exactly are the causes and effects of overfishing, and what is currently being done to combat this problem?
This video “Losing Nemo” presents the problem of overfishing and provides important information about the state of the world’s marine life:
3/4 of the world’s fish stocks are being harvested faster than they can reproduce. Eighty percent are already fully exploited or in decline. Ninety percent of all large predatory fish – including tuna, sharks, swordfish, cod and halibut – are gone.
A study of catch data published in 2006 in the journal Science grimly predicted that if fishing rates continue at the current pace, all the world’s fisheries will have collapsed by the year 2048.
What is causing overfishing?
Worldwide, there are simply far too many fishing fleets for our oceans to sustainably support. It has been calculated that there is two to three times more fishing being carried out than the earth can take.
On top of this overcapacity, many fishing practices cause “collateral damage” to marine life. There are several unselective fishing practices and use of fishing gear that cause tremendous destruction to fish that are not actually the target: bycatch / discards and bottom trawling destruction are two examples of this.
Is it too late?
In short, no: even though it will take many years, it is still possible to reverse the damage that has been done to the earth’s fishing resources by implementing the following:
Controls on by-catch: The use of techniques or management rules to prevent the unintentional killing and disposal of fish, crustaceans and other oceanic life not part of the target catch or landed.
Protection of pristine and important habitats: The key parts in ecosystems need full protection from destructive fisheries; e.g. the spawning and nursing grounds of fish, delicate sea floor, unique unexplored habitats, and corals.
Monitoring and Enforcement: A monitoring system to make sure fishermen do not land more than they are allowed to, do not fish in closed areas and cheat as less as possible. Strong monetary enforcement is needed to make it uneconomic to cheat.
Real-life example of overfishing:
The cod fishing industry off the coast of Newfoundland, Canada, collapsed in 1992, causing 40,000 people to lose their jobs.
What organizations are fighting against overfishing?