INMARTECH '98Information IndexAGENDA Comments and Questions? |
INMARTECH '98
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INMARTECH '98Information IndexAGENDA Comments 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:
|
|
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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