“Fire left,” instructs Pederson. Mistry flips a switch on the center console and deploys a flare on the left wing. “Fire right.” There are 24 cylinders resembling sticks of dynamite wired to racks on the plane’s wings, 12 on each. The flares are filled with combustible sodium chloride—pulverized table salt mixed with a flammable potassium powder. When the switch is flipped, the end of the flare shoots orange fire and trillions of superfine salt particles are released into the cloud. Water molecules are attracted to salt, so they bond to the particles and coalesce into raindrops. ... During our mission over Maharashtra, we have cooperative clouds. Twenty-two minutes after seeding the first cloud, Pederson returns to the location where he fired that initial flare. It’s pouring. “We’ve got drops!” he shouts. He dips the King Air into a victory swoop before gunning over to another cluster of clouds. My stomach churns, and I can’t hold it in any longer; I heave into my purse. Pederson doesn’t notice. The computer barks out another warning about excessive banking. He laughs and says, “Shove it, Betty.” ... Cloud seeding has been controversial since it was invented by Vincent Schaefer in 1946. A chemist for General Electric, Schaefer made the first snowstorm in a laboratory freezer. The media predicted that cloud seeding could perform miracles, from dousing forest fires to ensuring white Christmases. But doubts quickly arose about the impact of meddling with nature. Concerns that cloud seeding might “steal” water from an area a cloud is traveling toward—robbing Peter to water Paul, as it were—have been dispelled. Storm clouds continually regenerate and release only a portion of their moisture when they rain, which means you can’t “wring out” all the moisture from one cloud.
When Hurricane Sandy closed in on New york City, the Weather Channel dispatched (who else?) Jim Cantore, the world’s most fearless meteorologist. Nick Heil tagged along for a wet, wild adventure that quickly became something else—a survival challenge in the darkest hours of a killer storm.
Mass, who is 64, has become the most widely recognized critic of weather forecasting in the United States — and specifically the National Oceanic and Atmospheric Administration, which manages the National Weather Service and its underling agencies, including the National Centers for Environmental Prediction, where the nation’s weather models are run. Mass argues that these models are significantly flawed in comparison with commercial and European alternatives. American forecasting also does poorly at data assimilation, the process of integrating information about atmospheric conditions into modeling programs; in the meantime, a lack of available computing power precludes the use of more advanced systems already operating at places like the European Center for Medium-Range Weather Forecasts, based in Reading, England. And there are persistent management challenges, perhaps best represented by the legions of NOAA scientists whose innovations remain stranded in research labs and out of the hands of the National Weather Service operational forecasters who make the day-to-day predictions in 122 regional offices around the country. ... accuracy is everything, often the difference between life and death, given that extreme weather ... Industries like shipping, energy, agriculture and utilities lose money when predictions fail. Even slightly more precise wind-speed projections would help airlines greatly reduce fuel costs. ... the Weather Service interface was so primitive — the protocol was originally designed for the telegraph — it could only accommodate uppercase type.
Although robotic ships of this sort are some ways off in the future, it’s not a question of if they will happen but when. My colleagues and I at Rolls-Royce anticipate that the first commercial vessel to navigate entirely by itself could be a harbor tug or a ferry designed to carry cars the short distance across the mouth of a river or a fjord and that it or similar ships will be in commercial operation within the next few years. And we expect fully autonomous oceangoing cargo ships to be routinely plying the world’s seas in 10 or 15 years’ time. ... Remotely controlled ships, piloted by people on shore, and autonomous ships, which can take actions for themselves, are the latest beneficiaries of increasing digital connectivity and intelligence. These developments in electronic sensors, telecommunications, and computing have sparked interest in a range of autonomous vehicles including cars, planes, helicopters, trains, and now ships. ... That people should be seriously interested in robotic ships is easy enough to explain: Such ships are expected to be safer, more efficient, and cheaper to run. According to a report published by the Munich-based insurance company Allianz in 2012, between 75 and 96 percent of marine accidents are a result of human error, often a result of fatigue.