The upper oceanic temporal response to tropical cyclone (TC) passage is investigated using a 6-yr daily record of data-driven analyses of two measures of upper ocean energy content based on the U.S. Navy's Coupled Ocean Data Assimilation System and TC best-track records. Composite analyses of these data at points along the TC track are used to investigate the type, magnitude, and persistence of upper ocean response to TC passage, and to infer relationships between routinely available TC information and the upper ocean response. Upper oceanic energy decreases in these metrics are shown to persist for at least 30 days-long enough to possibly affect future TCs. Results also indicate that TC kinetic energy (KE) should be considered when assessing TC impacts on the upper ocean, and that existing TC best-track structure information, which is used here to estimate KE, is sufficient for such endeavors. Analyses also lead to recommendations concerning metrics of upper ocean energy. Finally, parameterizations for the lagged, along-track, upper ocean response to TC passage are developed. These show that the sea surface temperature (SST) is best related to the KE and the latitude whereas the upper ocean energy is a function of KE, initial upper ocean energy conditions, and translation speed. These parameterizations imply that the 10-day lagged SST cooling is approximately 0.78C for a ''typical'' TC at 308 latitude, whereas the same storm results in 10-day (30-day) lagged decreases of upper oceanic energy by about 12 (7) kJ cm 22 and a 0.58C (0.38C) cooling of the top 100 m of ocean.
This paper presents a mixed-initiative tool for multiobjective planning and asset routing (TMPLAR) in dynamic and uncertain environments. TMPLAR is built upon multiobjective dynamic programming algorithms to route assets in a timely fashion, while considering fuel efficiency, voyage time, distance, and adherence to real world constraints (asset vehicle limits, navigator-specified deadlines, etc.). TMPLAR has the potential to be applied in a variety of contexts, including ship, helicopter, or unmanned aerial vehicle routing. The tool provides recommended schedules, consisting of waypoints, associated arrival and departure times, asset speed and bearing, that are optimized with respect to several objectives. The ship navigation is exacerbated by the need to address multiple conflicting objectives, spatial and temporal uncertainty associated with the weather, multiple constraints on asset operation, and the added capability of waiting at a waypoint with the intent to avoid bad weather, conduct opportunistic training drills, or both. The key algorithmic contribution is a multiobjective shortest path algorithm for networks with stochastic nonconvex edge costs and the following problem features: 1) time windows on nodes; 2) ability to choose vessel speed to next node subject to (minimum and/or maximum) speed constraints; 3) ability to select the power plant configuration at each node; and 4) ability to wait at a node. The algorithm is demonstrated on six real world routing scenarios by comparing its performance against an existing operational routing algorithm.
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