INMARTECH '98Information IndexComments and Questions? |
INMARTECH '98
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INMARTECH '98Information IndexComments and Questions? |
INMARTECH '98
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To help make your stay in La Jolla a pleasant one, the following logistical
information is provided:
vShuttle
Busesv
Shuttle buses will run daily between the Radisson and Empress Hotels and Scripps
Institution of Oceanography (SIO) campus. The first morning shuttles will leave
the hotels at approximately 07:30 am, with additional trips every 15 to 20 minutes.
The shuttles will pick-up passengers outside the hotel lobby doors. The first
trip back to the hotels will begin immediately following the end of each day’s
sessions.
vINMARTECH ‘98 Check-Inv
Participants can check in for INMARTECH ‘98 at Sumner Auditorium on SIO Campus
starting at 07:45 a.m. on Tuesday, 20 October.
vTicketed Eventsv
The activities in the program agenda denoted by asterisks “*” are ticketed events.
Payment for these events must be made prior to the meeting. You will receive
your tickets for the pre-paid meals and events at check-in.
vMeeting Locationsv
The concurrent technical sessions will be held at Sumner Auditorium and Hubbs
Hall. The program agenda indicates the session site. Signs will be posted
to direct foot traffic between the two rooms and a SIO campus map will be distributed
during check-in.
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Tuesday 20, October, 1998
07:30 Start of shuttle service between INMARTECH
hotels and SIO campus.
07:45 Check-In at Sumner Auditorium
08:30 WELCOMING SESSION - Sumner Auditorium
UNDERWAY SAMPLING SYSTEMS - Mr. Anthony F. Amos (University of Texas), Chair
GEOPHYSICAL TECHNOLOGIES (Hubbs Hall) - Mr. Paul Henkart (Scripps Institution of Oceanography), Chair
Wednesday, October 21, 1998
07:30 Start of shuttle service between INMARTECH hotels
and SIO campus.
08:30 Technical Workshops (Concurrent Sessions)
BOTTOM SAMPLING TECHNIQUES (Hubbs Hall)
07:30 Start of shuttle service between INMARTECH hotels
and SIO campus
08:30 Technical Workshops (Concurrent Sessions)
DECK OPERATIONS AND ONBOARD SAFETY (Hubbs
Hall) - Mr. Woody Sutherland (Scripps Institution of Oceanography),
Chair
CTD PACKAGES - Mr. Woody Sutherland
(Scripps Institution of Oceanography), Chair
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Tuesday 20 October 1998
Wednesday 21 October 1998
Thursday 22 October 1998
Tuesday 20, October, 1998
Tuesday
10:00 Technical Workshop
vIMET - Improved METeorology
- Instrumentation - Mr. David Hosom, Upper Ocean Processes Group, Woods
Hole Oceanographic Institution
The ocean is critical to inter-decadal climate variability because of
its ability to store and transport heat and fresh water and release them to
the atmosphere through sensible and latent heat fluxes. Knowledge of various
properties at the sea surface is essential to monitoring, understanding, and
developing the ability to predict climate change. Vertical exchange across
the air-sea interface of horizontal momentum and of buoyancy couples the ocean
and atmosphere. The sea surface is the interface through which heat, fresh
water, momentum, gases, and other quantities are exchanged. It is the
bottom boundary of the atmosphere over approximately 70% of the earth's surface
and the top surface of the very large oceanic reservoirs of heat and other properties.
Observing this coupling is a fundamental need if we are to both understand ocean
variability and its interrelation to climate. This requires the observation
of surface wind velocity, humidity, air temperature, sea temperature, barometric
pressure, incoming shortwave radiation, incoming longwave radiation and precipitation.
In planning for WOCE (World Ocean Circulation Experiment) it was recognized
that moored buoys and ships would provide especially attractive platforms from
which to make accurate in-situ measurements of the basic surface meteorological
observable parameters required to investigate the air-sea fluxes of momentum,
heat, and mass. Accuracy's of 10 Watts per meter squared were sought in
estimates of the mean values (averaged over monthly and longer time scales)
of each of the four components of the total heat flux (sensible, latent, shortwave,
and longwave). Accuracy's of approximately 1 mm per day were sought in
evaporation and precipitation.
Woods Hole Oceanographic Institution (WHOI) was funded to evaluate and
choose sensors capable of meeting the WOCE goals and to develop the IMET system
as a flexible data collection system. Each sensor was incorporated into
a module with built-in intelligence that responds to polled commands from the
central computer and data recording unit. Each module interfaces to an
ADDB (addressable digital data bus) consisting of +12vdc power and RS485 serial
ports. A key component of IMET accuracy is that the calibration constants
are stored in the module so that the serial digital output is in calibrated
units. The calibration constants from each unit are polled and stored
on the data file with the data from a specific time period. Modules having
non-linear algorithms will output both calibrated and raw data to permit later
corrections.
IMET systems are now in use on eight UNOLS ships, six WHOI buoys, one
USF (University of Southern Florida) buoy, one NOAA ship and the Rutgers University
Field Station. These systems have proven themselves over the last eight
years and now provide the baseline for climate quality data. This paper
will discuss IMET, data accuracy and Volunteer Observing Ships (VOS) climate
data acquisition.
vData - Sensor Calibrations
and Data Quality Analysis - Mr. R. Williams, Scripps Institution of
Oceanography
v Underway Data Collection
System on Board RV PELAGIA; Considerations and Design of a New System -
Mr. J. Derksen, Netherlands Institute For Sea Research
vSeismic Sources in the
UNOLS Fleet - Dr. John Diebold, Lamont-Doherty Earth Observatory of
Columbia University
Ever since seismic refraction and reflection profiles were first acquired
(in the 1930s and 50s, respectively) active seismic techniques have played an
important role in marine geophysical data acquisition by the US fleet.
Since their invention in the 1960s, airguns have supplanted the original explosive
sources, first in reflection work, and more recently, in refraction profiling.
Airguns require a significant initial investment ($30 - $40K ea) and expensive
compressors are needed as well. However, they are cost-effective in the long
run, are more efficient, and much safer. For example, a single shot by
EWING's full 8,500 cu. in. 20-gun array provides as much energy in the seismic
band as a single 2,000 LB TNT charge. Considering that explosives typically
cost between $1 and $2 per pound, and that the airguns can be fired every 20-seconds
for an entire 40-day leg, it is difficult to justify using explosives at all,
except in cases where very large or deep shots are required.
Taken as a class of tools, airguns are very flexible, in that they can
be applied to a broad range of seismic problems. Of the three types of
airgun generally available, however, each is somewhat more limited in its range
of applications. The 20 Bolt airguns in the EWING's array, for example
can be configured to produce a good source for large-scale refraction work (with
offsets well in excess of 100 km), deep penetration multichannel reflection
profiles, and medium resolution reflection profiles, but they are not appropriate
for high resolution work. Two other types of airgun; the sleeve gun (Western
Geophysical/Haliburton) and the "GI" gun (Seismic Systems, Inc.) are better
suited for the shallow towing necessary to obtain the bandwidth needed for high
temporal resolution. The GI gun, in particular, is well suited for use
on small and medium-sized vessels, and those with limited compressor capacity,
since a single GI gun, with its ability to cancel bubble reverberation, creates
a "tuned" signature, which requires an array of sleeve guns. We discuss
these, and other tradeoffs that ship operators should be aware of when planning
or proposing seismic work for the academic community.
v Sound Receivers - Dr. Graham Kent, Scripps Institution of Oceanography
v Chirp Sonar Design for
In-Hull Applications - Dr. Lester R. LeBlanc (Presenter), Professor
of Ocean Engineering & Dr. Steven G. Schock, Associate Professor of Ocean
Engineering, Florida Atlantic University, Department of Ocean Engineering
The Chirp Sonar is a linear FM sonar that was developed to support the
objectives of remote acoustic classification of seafloor sediments. It
is a calibrated wideband digital frequency modulated sonar that provides quantitative
high-resolution low noise images. It can be operated, either using a tow-vehicle,
or using an in-hull mount. Since the Chirp Sonar system can precisely
transmit a specified waveform with wide bandwidth, and its digital receiver
is calibrated, the data can be processed to estimate the acoustic impulse response
of the seafloor sediment, and sediment attenuation. The processed chirp
pulse is designed to provide low temporal sidelobes and nearly constant resolution
with depth. Because the system is wideband, the resulting beampattern
has nearly no sidelobes. All of these factors combine to make the Chirp Sonar
an outstanding tool for sea floor exploration.
v An Overview of Swath Bathymetry
- Dr. Dale Chayes, Lamont-Doherty Earth Observatory
vA Typical Cruise with
the ROV Jason - Mr. Robert Elder, Woods Hole Oceanographic Institution
A description of the unmanned vehicles operated as part of the U.S. Deep
Submergence Facility will be given. A typical deployment of the ROV Jason
will be presented with particular attention to support vessel requirements.
A launch and recovery sequence along with operating methods will be discussed.
The presentation will also include a look at some of the data products that
can be generated with an ROV such as Jason.
vRecent MPL Deep Tow Group
Seagoing Work - Dr. Fred Spiess/Dr. John Hildebrand/Dr. Christian de
Moustier, Scripps Institution of Oceanography
The MPL Deep Tow Group operates several vehicles, two of which have been
used in major NSF-funded operations in 1998. The first operation of the year
(January and February) was the Ocean Seismic Network Pilot Experiment (OSNPE
- Ralph Stephen of WHOI, Chief Scientist) in which the JOI/MPL wireline reentry
Control Vehicle (CV) was the primary work platform. This load-carrying ROV was
used to make four entries, including seismometer downhole installation, in ODP
hole 843 in 4.4 km of water about 100 miles south of Oahu. The CV was also used
in the placement and installation documentation for seismometers placed on or
in the sea floor in the same experiment. The site was revisited in June and
the CV used to retrieve all three seismometers and their data recording packages.
The second operation was a 45 day expedition (May - June) utilizing Deep
Tow Fish 6 to carry out an extensive near bottom magnetometer and sidelooking
sonar survey oriented to the east Pacific Rise in the tropical Pacific with
Dr. Jeff Gee of SIO as Chief Scientist. We will show data from the Gee operation
as well as TV clips of operational aspects of the OSNPE, and comment on operations
using other vehicles during the year.
vTiburon: MBARI’s
ROV for Science Research - Dr. William J. Kirkwood, Monterey Bay Aquarium
Research Institute
Tiburon is MBARI’s Remotely Operated Vehicle (ROV) which has recently
begun operations for science and exploration of the Eastern Pacific. The vehicle
was specified and built by MBARI’s technical staff to address missions defined
by the science staff. Reviewers from various institutions (Scripps, MIT, ISE,
IFREMER and others) modified the specification and system concepts for Tiburon.
The ROV is completely integrated with MBARI’s SWATH vessel, R/V WESTERN FLYER.
The integrated system has been performing science missions concurrently with
engineering tests.
The 1997-1998 year of operation has brought a variety of experiences and
issues. Some aspects of the system's performance have yielded better than
anticipated results. Other aspects have shown potential but require fine-tuning.
The overall architecture has proven to be robust, but has also shown vulnerability
when efforts are not coordinated. Experience with the integrated system has
added knowledge that needs to be applied towards improving and maximizing the
system’s utility.
The R/V WESTERN FLYER has functioned for more than a year as the platform
for supporting Tiburon operations. The control room was designed explicitly
to assist in the efficient operation of science missions. Concepts about Pilot
to Chief Scientist communications and coordination with the ship crew have been
tested and validated. Support systems for the ROV and coordinated control have
been accomplished at the rated depth of 4000 meters. Transects over several
kilometers in excess of 3000 meters depth have been successful using the R/V
WESTERN FLYER’s dynamic positioning system in conjunction with Tiburon’s controls.
This presentation discusses the original specification, decisions about
architecture and system trades, and how Tiburon (along with the R/V WESTERN
FLYER) have performed against that specification.
vA comparison of Single
Body and Two Body Shallow Towed Vehicles- Mr. Mark Rognastad,
University of Hawaii
In 1995 the National Defense Center of Excellence for Research in Ocean
Science (CEROS) began funding Raytheon Corp. (then Alliant Techsystems, later
Hughes Naval and Maritime Systems) and the Hawaii Mapping Research Group (HMRG)
of the University of Hawaii to conduct a series of experiments in synthetic
aperture sonar. The first experiment, a proof of concept test, utilized
the HAWAII MR1 sonar system together with a hydrophone array provided by Raytheon.
These results were promising, and a purpose-built tow vehicle was then funded,
and has been tested in several configurations.
The HAWAII MR1 is a two body system, with a tow vehicle weighing 3500
lbs. in air, but ballasted to be between 50 and 100 lbs. positively buoyant
in water, connected with a neutrally buoyant tether to a depressor with 2000
lbs. of negative buoyancy. In typical use, this depressor is towed at
a depth of 100 meters, attached to the towing vessel by a steel armored electromechanical
cable, at speeds of 7 to 10 kts. A drogue line and buoy are fastened
to the after end of the tow vehicle, both to improve vehicle stability and to
aid recovery in the event of loss. Launch and recovery of the vehicle
and depressor is accomplished using a mechanical system designed by Sound Ocean
Systems and subsequently modified by HMRG.
The synthetic aperture testing required speeds of 2 to 5 kts. and depths
of 15 to 25 meters; several modifications were made to the MR1 system to improve
its performance at slow speed. The buoyancy of the vehicle was reduced,
and the drogue line shortened to 30 meters. Small (10 cm diam.) drogue
chutes were added to the drogue line to increase drag. With these modifications,
the MR1 system performed well.
The initial design for the purpose-built tow vehicle was based on an existing
design created at Raytheon, the result of a significant effort on hydrodynamic
simulation and model tank testing. The Raytheon vehicle had been used
for similar synthetic aperture experiments in Lake Washington and Puget Sound
with good results. It is a single body design, towed from the upper midpoint
of the vehicle, and weighs roughly 2300 lbs. in water.
v SeaSoar Metamorphosis
- Dr. Lindsay Pender and Mr. Ian Helmond, CSIRO Marine Research, Hobart, Tasmania,
Australia
Over the past 13 years, we have progressively changed the characteristics
of our SeaSoar to improve its performance. In this presentation, we will
discuss the current configuration, its performance, and the rational behind
the changes we have made. We will discuss the replacement of the standard hydraulic
wing control unit with a low maintenance, low torque electric drive. In
order to implement the low torque drive, new wings were developed and an aileron
roll stabilization scheme implemented. These changes resulted in an increased
depth range and improved roll stability.
We will also discuss ships wake avoidance, communication, and our system
control software, which includes real time bottom avoidance. The developments
outlined can be readily applied to other actively controlled towed vehicles.
Wednesday, October 21, 1998
Wednesday
08:30
vA Large Diameter Piston
Corer for Use on UNOLS Research Vessels - Dr. Peter Kalk, Oregon State
University
This presentation covers a brief history of marine sediment sampling leading
to Kullenberg's invention of the piston corer and subsequent modifications to
the original. A large diameter piston corer as used today is examined. UNOLS
vessel equipment needed for long piston corers and problems encountered with
today's corers are reviewed.
v MultiCoring -
Mr. Richard Muller, Moss Landing Marine Laboratory
vGlass Coring and Rock Dredging - Mr. Ronald Comer, Scripps Institution of Oceanography
A history of dredging and glass coring using SIO systems. A discussion
of the pros and cons of each system and when to utitlize each system as compared
to geologic setting, time constraints, effectiveness, costs, and sampling goals.
vLowered Acoustic Doppler
Current Profiler: From an Experimental Instrument to a Standard Hydrographic
Tool - Dr. Martin Visbeck, Lamont-Doherty Earth Observatory Columbia
University, NY
During the last decade lowered acoustic Doppler current profiler (LADCPs)
have matured from an experimental instrument to an almost off-the-shelf standard
tool for deep hydrographic programs such as WOCE (Firing, 1998). The first
LADCP profile was taken in 1989 at a site near Hawaii by Firing and Gordon (1990).
The way the LADCP system works is that it relies on the fact that short current
profiles can be 'pieced together' to obtain a full ocean depth velocity profile
(Fig. 1). The initial results were not too encouraging since systematic
errors of the order of 10 cm/s were expected, much too large to be used for
quantitative purposes such as top to bottom transport calculations. However,
proof of concept was given and some first steps towards a useful processing
algorithms were realized. A year later in 1990, Fischer and Visbeck (1993)
used a similar system during a cruise in the equatorial Atlantic. They
had the advantage of simultaneous LADCP and Pegasus velocity profiles.
The Pegasus is an acoustically tracked free-falling float that can be used to
accurately measure top to bottom ocean transports; however, it requires
bottom mounted and navigated acoustic beacons. Consequently each station
takes several hours of extra ship time plus the expense of a pair of acoustic
beacons to obtain one Pegasus velocity profile. In comparison the LADCP
is much more attractive: no extra ship time is required and the running costs
per station are minimal. However, when care was taken during the data
processing of the LADCP system both velocity estimates agreed. In particular
the close comparison allowed us to develope a method to compute the barotropic
mean flow given accurate GPS ship navigation.
During those first years self-contained ADCPs, typically used for moored
applications, were mounted on the CTD/rosette frame. Most of the early
designs replaced two bottles in favor of the large ADCPS. In particular
the narrow band 150 kHz full ocean depth system was very difficult to mount
and handle due to its weight of app. 140 pounds.
The next generation of broad band technology ADCPs promised much increased
single ping accuracy, however, the range of useful data was reduced despite
an effort to boost the power level of the transducers. The instruments
themselves were more compact and easier to handle, however, the power requirements
increased by almost an order of magnitude. Consequently a rechargeable
battery pack hat to be added to the system in order to run an intense hydrographic
program without unmounting and opening the ADCP every few days. Better
rosette designs emerged that were able to accommodate the new ADCPs in the center
of the package. Such configurations were used throughout the WOCE and
provided a wealth of useful top to bottom velocity profiles.
The latest generation of ADCPs are much smaller instruments with a frequency
of either 300 kHz. The new instruments have no internal batteries and
hence are extremely compact with a dimension of only 9x8 inches and a weight
of 30 pounds. Moreover, the price dropped dramatically and one can now
purchase two transducer heads for the price of one of the traditional 150 kHz
BB systems. In order to make up for the reduced range of the higher frequency
systems we have recently started to mount two heads on one CTD frame, one looking
upward and one looking downward. This LADCP2 system has several other
advantages (Visbeck, 1998): no complete loss of data when the CTD is close to
the bottom, view of sea surface for an improved initial depth estimate and some
built in redundancy. While mounting an upward looking system is not always
easy to do, the small size and much reduced power requirements make the new
LADCP system very adaptable to small CTD frames and towed vessels. Today
there are two commercial vendors who both have promised to sell complete LADCP2
systems in the near future. Over the years the community has learned how
to process the data, and we are beginning to understand how instrumental and
system errors affect the final velocity profiles. We have discovered regions
in the worlds ocean with dramatically reduced instrument range due to low abundance
of acoustic scatters. One of the surprises on the way was, that what initially
seemed to be the hardest problem, i.e. to obtain the vertical mean velocity,
turned out to be a very robust estimate for reasonably deep (long) CTD stations.
We have learned how to use the 'water' bins for acceptable bottom tracking (Visbeck,
1998). We still have not fully understood why sometimes the up and down
cast velocity profiles differ dramatically, which ADCP beam angles are most
versatile and what the tradeoff between accuracy and range is.
We envision that in the very near future the LADCP system will be available
on most hydrographic vessels. In conjunction with an easy to use processing
software this will allow even the inexperienced user to obtain full ocean depth
velocity profiles at every CTD station.
PRODUCTS from the LADCP system:
· full ocean depth relative velocity profile
· with GPS full ocean depth absolute velocity profile
· accurate absolute velocity profiles within 300m of the ocean
floor
· profiles of acoustic back scatter
· pitch, roll and heading of CTD/rosette
· absolute position in X, Y and Z of CTD/rosette
· measure distance of CTD/rosette of the bottom
References:
Firing, E. and R. Gordon, 1990: Deep ocean acoustic Doppler current
profiling. Proc. IEEE Fourth Working Conf. on Current Measurements.
192-201
Firing, E. 1998: Lowered ADCP Developments and Use in WOCE.
WOCE
Newsletter, 30, 10-13
Fischer, J. and M. Visbeck, 1993: Deep velocity profiling with
self-contained ADCP'S. J. Atmos. And Oceanic Technol., 10, 764-773.
Visbeck. M 1998. Lowered Acoustic Doppler Current Profiler.
http://www.ldeo.columbia.edu/~visbeck/ladcp/.
vAcquisition of Vessel-Mounted
Narrowband and Broadband ADCP Data using a Sun Logging System on ORV FRANKLIN,
FRV SOUTHERN SURVEYOR and RSV AURORA AUSTRALIS - Dr. Helen Beggs, CSIRO
Marine Research, Hobart, Tasmania, Australia
In early 1998 an RDI broadband ADCP and Ashtech 3DF ADU2 GPS were installed
on CSIRO's FRV SOUTHERN SURVEYOR. The existing RDI narrowband ADCP acquisition
software from the ORV FRANKLIN Data Collection System (FDCS), written in C for
a Sun, was modified for a broadband ADCP and installed on the FRV SOUTHERN SURVEYOR
Sun computers. The RDI ADCP data acquisition code ("Transect") was installed
on a PC and used for testing the ADCP.
During the presentation I will describe the Sun-based FDCS data acquisition
system as it relates to logging ADCP data, and briefly compare it with RDI's
Transect ADCP acquisition software. The quality of data and performance
of the broadband ADCP on the FRV SOUTHERN SURVEYOR will be compared with the
narrowband ADCPs on the ORV FRANKLIN and RSV AURORA AUSTRALIS.
The following table summarizes the differences between the ADCPs mounted
on vessels used by CSIRO Marine Research:
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RSV AURORA AUSTRALIS | FRV SOUTHERN SURVEYOR | |
| ADCP TYPE | 150 kHz RDI narrow-band |
150 kHz RDI narrow-band |
150 kHz RDI broad-band |
| PURCHASED | 1985 | 1994 | 1998 |
| MOUNTED | moon pool- flush with hull |
behind acoustic window | moon pool- 1.5m below hull |
| NAVIGATION | Ashtech differential GPS | Ashtech 3DF GPS | Ashtech 3DF GPS |
| ATTITUDE SENSOR | gyrocompass | Ashtech 3DF GPS | Ashtech 3DF GPS |
| PITCH/ROLL SENSOR | none | Ashtech 3DF GPS | Ashtech 3DF GPS |
| SYNCHRONISED? | no | yes | yes |
| INTERFERENCE | none | interferes with echo sounders | interference from fish sonar |
| TYPICAL LONG-TERM ERROR PER m/s OF SHIP SPEED | 0.6-1.1 cm/s | 1.0 cm/s | 1.0 cm/s |
Thursday, October 22nd
Thursday
08:30
vOceanographic Research
Vessel Deck Safety - Capt. Daniel S. Schwartz and Mr. George White,
University of Washington, School of Oceanography
The large oceanographic research vessels are away from homeport for extended
periods, often operate independently in remote areas away from shipping lanes
(and assistance), and travel great distances. Science packages and instruments
deployed in all types of weather from these vessels are unique and varied; often
heavy and/or bulky. Science operations may require small boat operations,
working all times of the day and night, and are physically and mentally fatiguing.
Many researchers are on board a vessel for the first time. These parameters
make safety on board research ships a critical-indeed primary-shared responsibility
of the ship's crew, technicians and the researchers. The commercial fishing
industry has the highest rate of on-the-job fatalities of any occupation:
higher even than coal mining. The similarities, at least with respect
to exposure to hazard while working on deck, between fishing vessels and research
vessels far outnumber the differences. Humanity, not to mention exposure
to unwanted litigation and expensive liability claims, demands we strive to
achieve the lowest possible rates of injury and loss of life. In addition,
safety is cost effective and contributes to mission accomplishment, while avoiding
loss of expensive or irreplaceable scientific instruments and equipment.
While there will be no attempt to provide an exhaustive inventory of hazards
and safety procedures for research vessel deck operations, this talk will attempt
to outline some of the recurring areas of concern and ways we as a community
should be addressing them.
vSmall Research Vessel
Deck Operations - Mr. Steve Hartz, University of Alaska
vFiber Optic Cable
vData Collection and Distribution
- Mr. Barrie Walden, Woods Hole Oceanographic Institution
The instrumentation on oceanographic research vessels has passed beyond
stand-alone equipment and now frequently requires sophisticated inter-connectivity.
The problem of linking sensors to recorders remains but the “recorder” is likely
to be a computer having strict time synchronization requirements, demanding
additional data from various sources and, with appropriate connections, having
the ability to display results in multiple formats on numerous media.
To make matters more interesting, the scientific requirements keep changing
and the level of technology continually increases in an attempt to keep pace.
Meeting today’s requirements is not difficult if you have a lot of money
and you’re not concerned with anything past builder’s trials. However,
if you live in the real world where funding is always an issue and “maintainability”
is not somebody else’s problem, development of a versatile, reliable, instrumentation
installation requires careful planning and considerable thought. This
presentation will outline the methods employed on the ships operated by the
Woods Hole Oceanographic Institution. All of the installations have been
made within the past five years and the system on R/V ATLANTIS is still “under
construction”. These systems are not perfect but they work well and provide
insight into which areas need careful attention.
vSeaNet - Extending the
Internet to Oceanographic Research Platforms - Mr. Andrew Maffei and
Mr. Steve Lerner, Woods Hole Oceanographic Institution
The SeaNet Collaborative has been funded to provide hardware, software,
and the network infrastructure support necessary to connect several US research
vessels to the Internet. The high cost of satellite links has had a strong influence
on the design of this system. A status report on the SeaNet effort, currently
being undertaken by Woods Hole Oceanographic Institution, Lamont Doherty Earth
Observatory, the Naval Postgraduate School, Omnet, Inc. and Joint
Oceanographic Institutions, Inc as well as associated corporate partners will
be given. Funding is being provided by the US NOPP program.
vSensor Data Acquisition
and Display via the Ship Network - Mr. Dennis Shields, National Oceanographic
and Atmospheric Administration
The talk will provide a description and demo of the Scientific Computer
System (SCS) that is presently installed on ten NOAA vessels. This system acquires
data from a wide variety of ship sensors either directly or through the network.
The network is also used to provide users real-time access to the data, displays
and graphs via a client server architecture. SCS is based on the Microsoft Windows
NT operating system and is written in C++ for pentium PC's.
v E-mail on the Woods Hole
Oceanographic Institution Ships - Mr. James Akens, Woods Hole Oceanographic
Institution
This will be a discussion of the e-mail system used by Woods Hole Oceanographic
Institution Ships. This system is Linux based and uses no proprietary
software. The code is written in Perl and Expect. Topics to be covered
include: initial installation, administration, maintenance tools, billing tools
and the overall cost of operation. Particular emphasis will be given to
a discussion of the message filtering system. This allows control of recipients
and message size from either the ship or shore.
v Direct Connection Network
Sensor Interfaces - Mr. Richard Findley, University of Miami
Making high accuracy measurements from an analog sensor is difficult in
a shipboard environment. There are line losses and radio frequency interference
problems. Multiple systems may need immediate access to data from
the same sensor simultaneously. Conversion from raw values to engineering
units and the application of calibration constants must be accomplished - in
real time.
To solve these problems the University of Miami Marine Technology Group
is implementing the use of commercially available high accuracy sensor interfaces
directly connected to the ship's computer network.
A description of available interfaces and specifications will be given
along with a live demonstration using these interfaces with a graphical programming
language.
vSeaBird CTD Data Processing
in Coastal Waters - Ms. Kristen Sanborn, Scripps Institution of Oceanography
The SeaBird CTD Data Processing in Coastal Waters presentation will address:
I. The importance of calibrations of the sensors.
II. Problems encountered with the SeaBird Processing Programs and programs STS/ODF
have developed to augment the SeaBird Programs.
III. Proper documenting of problems that are encountered at sea to aid the final
data processing.
IV. Changes STS/Oceanographic Data Facility have made to the SeaBird method
of data acquisition.
v Data Evaluation and Quality
Control for Routine CTD/Hydrographic Data - Dr. James Swift, UCSD Scripps
Institution of Oceanography
Data quality assessment of routine CTD /hydrographic data is learned over years
of practice. Some simple aspects of practice do, however, lead to improved
reliability and documentation of data. These include:
wfor water sample data:
verification of the collection depth and unambiguous association of that depth
with a unique sample identifier,
knowing the degree to which the water which issued from the sampling spigot
matched the characteristics of the water from the collection level,
verification that all data values associated with a water sample are correctly
matched to the water sample identifier, and
determination if the values for each parameter are correct.
w Data evaluation must
begin at sea. This is often the only time all involved personnel and all
records are together. Also, it is often possible to correct repetitive
problems before they can further degrade the data.
w The care of the data analyst and access
to complete records is more important than any specific scheme of data evaluation.
w The analyst must determine if the values for
each parameter are correct overall. This has to do mostly with the degree
to which the appropriate standards were met by the bulk of the data. Emphasis
should be placed on adherence to proven, documented methodology over agreement
with historical data.
w The analyst also determines which individual
data values are suspect. This is partly a matter of identifying outliers
and assessing their severity and cause, or verifying by absence of cause or
coincidence with other data that the anomalies are likely genuine.
w Suspicion of a data problem based on a data
value alone, without probable cause for an erroneous value, should not of itself
be cause to demote the quality of a value.
w Apparent problems should be
corrected if possible.
w The analyst's report and a
report of subsequent actions must be archived.
vInsitu Pressure Calibration
- Mr. Sven Ober, Netherlands Institute For Sea Research
vMarine Instrument Calibration
“You Know it Makes Sense” - Mr. Paul Ridout, Ocean Scientific International
Ltd.
The need for harmonization of marine scientific data has increased with our involvement in international collaborative studies. Instrument calibration is the key to data quality and, this presentation covers the practical details of the operation of the marine instrument calibration facility at Ocean Scientific International Ltd. (OSIL) in the UK.
OSIL operates their facility to WOCE standards for CTD and are the European service, repair and calibration centre for Applied Microsystems and Guildline Instruments. Calibrations of other manufacturer instruments (e.g. SeaBird, FSI, Chelsea Instruments and General Oceanic) are regularly performed for clients in Europe.
Detailed descriptions are provided for our techniques employed in temperature, conductivity and pressure calibrations including laboratory conditions, equipment used, transfer standards, primary standards, uncertainties, documentation and reporting. Our operation of the IAPSO Standard Seawater Service is also covered.
The OSIL facility is certified to ISO 9002 which performs an essential role
in the quality control of documentation. Details of the ISO 9002 system
are provided. Whilst the calibration of the CTD is well established, other
parameters such as nutrients, chlorophyll, CO2 and oxygen are not so well defined.
Development of techniques to calibrate sensors for these parameters is also
presented.
Tuesday Evening - 20 October
Birch Aquarium
Reception and Exhibits
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INMARTECH ‘98 Exhibitors
British Antarctic Survey
ESI
Knudsen Engineering
Markey Machinery
MATE
NIOZ
Ocean Innovations
Ocean Instruments
Seatex
SIOSEIS
Sunwest Tech.
UNOLS
Meeting Participants
Registered as of October 7, 1998
Akens, John WHOI
Albrough, John USCG
Amos, Anthony TAMU
Arrants, Dwight D/UNCOC
Baker, Carroll Skidaway Inst. Of Oceanography
Beers, Greg Jamestown Marine Services
Beggs, Helen CSIRO Marine Research
Boekel, H. J. NIOZ
Bournot, Claudie INSU/CNRS
Bradshaw, Kent WHOI
Burt, Richard Chelsea Instruments, Ltd.
Chayes, Dale LDEO
Christensen, James Sunwest Technologies
Cisneros-Aguirre, Jesus Universidad L.P. Gran Canaria
Comer, Ron SIO
D'Andrea, Mary UNOLS
Dartez, Steve LA State University
David, Blake British Antarctic Survey
Day, Colin Research Vessel Services, SOC
Deering, Timothy Univ. of Delaware
Delahoyde, Frank SIO
Derkser, J. D. J. NIOZ
DeSilva, Annette UNOLS
Diebold, John LDEO
Dukes USCG
DuPree, George USCG
Durnesli, Thyge Danish Inst. for Fisheries and Marine
Elder, Robert WHOI
Engleman USCG
Fayler, Linda Oregon State University
Findley, Richard Univ. of Miami
Firing, Eric Univ. of Hawaii
Freitag, John URI
Gashler, Drew MBARI
Glydewell, Jimmie NAVO
Goad, Linda Univ. of Michigan
Gorveatt, Michael E. Geological Survey of Canada
Goy, Keith M. Southampton Oceanography Centre
Groeneweger, R. NIOZ
Hamlin, B.W. Ocean Drilling Program
Hartz, Steve Univ. of Alaska
Hedrick, John, D. Ocean Instruments, Inc.
Hess, Marilyn Sunwest Technologies
Hess, Richard Sunwest Technologies
Hosom, David WHOI
Hutchison, David USCG
Ito, Nobuo Nippon Marine Enterprises, Ltd.
Jornet, Pedro UGBO
Julson, Brad Ocean Drilling Program
Kirkwood, William MBARI
Knox, Robert SIO
Knudsen, Don Knudsen Engineering
Knudsen, Judith Knudsen Engineering
Koster, B. NIOZ
Kuroki, Kuro Ocean Drilling Program
Lamy CNRS/INSU
LeBlanc, Lester Florida Atlantic University
Maffei, Andrew WHOI
Manriquez, Mario UGBO
Markey, Michael J. Markey Machinery Co. Inc.
Martin, William Univ. of Washington
Martineau, Barbara J. WHOI
MATE II MATE
Mathewson, Michael Seatex Inc
McFadden, Eldridge USCG
McKissack, Travis Skidaway Inst. Of Oceanography
Moe, Ronald SIO
Monaghan, David Cape Fear Community College
Morioka, Naoto Global Ocean Development, Inc.
Muller, Rich Moss Landing Marine Labs
Ober, S. NIOZ
Orvosh, Thomas URI
Parsons, Bob WAGB20
Pender, Lindsay CSIRO Marine Research
Pfeiffer, Timothy Univ. of Delaware
Pollentier, A. I. M.U.M.M.
Polman, W. NIOZ
Poulos, Steve Univ. of Hawaii
Rademan, Johan Sea Fisheries Research Inst.
Ramos, Sergio CICESE
Ravaut INSU/CNRS
Ridout, Paul OSI
Robertson USCG
Rodriquez, Pablo UGBO
Rosenthal, Brock Ocean Innovations
Sanborn, Kristin SIO
Schilling, Jach NIOZ
Schwartz, Daniel Univ. of Washington
Seibert, Greg Sunwest Technologies
Shields, Dennis NOAA
Shor, Alexander NSF
Smith, Stu SIO
Somers, David NAVO
Stasny, James Dynacon Inc.
Sugawara, Toshikatsu Marine Works Japan, Ltd.
Sullivan, Deidre MATE
Swift, Jim SIO
Szelag, Jan URI
Takao, Koichi Marine Works Japan, Ltd.
Taylor, Phil Southampton Oceanography Centre
van Bergen Henegour, C.N. NIOZ
Vaughn, David USCG
Visbeck, Martin LDEO
Waddington, Ian Southampton Oceanography Centre
Walden, Barrie WHOI
Walker, Robert FL Institute of Oceanography
White, George Univ. of Washington
Wiggans USCG
Williams, Robert SIO
Willis, Marc Oregon State University
Yamada, Masakatsu Nippon Marine Enterprises, Ltd.
Yates, Derek ESI
Yoshiura, Fumitaka Global Ocean Development, Inc.
The Purpose of INMARTECH ‘98 is to provide a forum for
international exchange of knowledge and experiences between marine technicians.
To obtain a registration form, please provide the information below and submit the form to the UNOLS Office by clicking the"SUBMIT" button at the bottom of the page. You should receive your registration package within three weeks of submission.
Arrangements for reduced room rates have been made with two La Jolla hotels.
You must identify yourself as part of the "INMARTECH '98" group at the time
of making the reservations in order to be eligible for the special rate.
Only a limited number of rooms are available at the reduced rates and you are
encouraged to make your reservations early.
Shuttle bus services to and from the SIO meeting sites will be available at these two hotels.
The Radisson Hotel La Jolla is located five minutes from beaches and shopping
in the village of La Jolla. Guestrooms feature one King or two Queen sized beds,
coffee makers, hairdryers, iron and ironing boards, refrigerators, VCR players
with on-demand movies and video games. The hotel offers a heated pool, whirlpool
and free exercise facilities. For dining and entertainment, Humphrey's La Jolla
Grill and Shooter's Lounge are located on site. An Enterprise Car Rental office
is located in the lower lobby of the hotel.
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The Empress Hotel of La Jolla is located in the heart of the village of
La Jolla, surrounded by shops and restaurants. Guestrooms include coffee makers,
hairdryers, refrigerators, iron and ironing boards. The hotel offers a spa,
sauna, and exercise room. Fine dining is offered just off the hotel lobby.
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