Variable Bandwidth Filter for Multibeam Echo-sounding Bottom Detection

The accuracy of a seafloor map derived from multibeam swath bathymetry depends first and foremost on the quality of the bottom detection process that yields estimates of the arrival time and angle of bottom echoes received in each beam. Filtering of each beam with a fixed bandwidth filter, with the bandwidth based on the length of the transmitted pulse, reduces the error associated with the time-angle estimates. However, filters of this type can not be optimal over the wide range of operational environments encountered. Better results are obtained with a processing scheme that varies the filter bandwidth across the swath width using detected time and angle information from the previous ping. This method is evaluated using sonar data obtained with a Reson SeaBat 8111ER and the results compared with those obtained using a fixed bandwidth filter

Modifications and Improvements to the Sea Beam System on Board R/V Thomas Washington

A number of modifications to the narrowbeam echo-sounder and echo processor of the Sea Beammultibeam bathymetric survey system have been implemented. These include the design and construction of a digital pitch compensator, the ability to use a variety of sensors for vertical reference, the design and construction of hardware test equipment, and an interface to the shipboard DEC VAX-11/730 computer for data logging, automation of start-up procedures, and performance monitorin

Seafloor Characterization from Spatial Variation of Multibeam Backscatter vs. Best Estimated Grazing Angle

Backscatter vs. grazing angle, which can be extracted from multibeam backscatter data, depends on characteristics of the multibeam system and the angular responses of backscatter that are characteristic of different seafloor properties, such as sediment hardness and roughness. Changes in backscatter vs. grazing angle that are contributed by the multibeam system normally remain fixed over both space and time. Therefore, they can readily be determined and removed from backscatter data. The component of backscatter vs. grazing angle due to the properties of sediments varies from location to location, as the sediment changes. The sediment component of variability can be inferred using the redundant observations from different grazing angles in several small sections of seafloor assuming that the sediment property is uniform in any given section of seafloor yet varies from one section of the seafloor to another. The multibeam data used in this research is from the ONR sponsored STRATAFORM project. The location of the study area was the mid-outer continental shelf off New Jersey. A small subset (11 x 17 km) of the NJ multibeam survey was selected and divided into 1380 equal working cells. The backscatter vs. grazing angle dependence for each cell was computed by averaging backscatter data by the corresponding grazing angles using all data with the same grazing angle from different survey lines. Taking into account the effects of local topographic variations of the seabed, the estimated grazing angle for each beam has been computed from available adjacent soundings within a 15-meter radius using a least squares fit with a Butterfly weighting function. A graphic interface was developed to ease evaluation of the spatial variation of backscatter vs. grazing angle. With a mouse click, images based on different subsets of the data can be compared throughout the survey area. The subsets were created from specific grazing angles. These images show significant variations between nadir and off-nadir beams. Variations apparent in the images may provide some indication of the sediment (or seafloor) characteristics, which can be compared to ground truth data (sediment grain size) and measured values such as velocity and density

Test 1157: John Deere 2630 and 2640 Diesel

EXPLANATION OF TEST REPORT GENERAL CONDITIONS East tractor is a production model equipped for common usage. Power consuming accessories can be disconnected only when it is convenient for the operator to do so in practice. Additional weight can be added as ballast if the manufacturer regularly supplies it for sale. The static tire loads and the inflation pressures muse conform to recommendations in the Tire Standards published by the Society of Automotive Engineers. PREPARATION FOR PERFORMANCE RUNS The engine crank case is drained and refilled with a measured amount of new oil conforming to specifications in the operator’s manual. The fuel used and the maintenance operations must also conform to the published information delivered with the tractor. The tractor is then limbered-up for 1 hour on drawbar work in accordance with the manufacturers published recommendations. The manufacturer’s representative is present to make appropriate decisions regarding mechanical adjustments. The tractor is equipped with approximately the amount of added ballast that is used during maximum drawbar tests. The tire tread-bar height must be at least 65% of new tread height prior to the maximum power run. BELT OR POWER TAKE-OFF PERFORMANCE Maximum Power and Fuel Consumption. The manufacturer’s representative makes carburetor, fuel pump, ignition and governor control settings which remain unchanged throughout tall subsequent runs. The governor and the manually operated governor control lever is set to provide the high-idle speed specified by the manufacturer for maximum power. Maximum power is measured by connecting the belt pulley or the power take-off to a dynamometer. The dynamometer load is then gradually increased until the engine is operating at the rated speed specified by the manufacturer for maximum power. The corresponding fuel consumption is measured. Varying Power and Fuel Consumption. Six different horsepower levels are used to show corresponding fuel consumption rates and how the governor causes the engine to react to the following changes in dynamometer load: 85% of the dynamometer torque at maximum power; minimum dynamometer torque, ½ the 85% torque; maximum power; ¼ and ¾ of the 85% torque. Since at tractor is generally subjected to varying loads the average of the results in this test serve well for predicting the fuel consumption of a tractor in general usage. DRAWBAR PERFORMANCE All engine adjustments are the same as those used in the belt or power take-off tests. If the manufacturer specifies a different rated crankshaft speed for drawbar operations, then the position of the manually operated governor control is changed to provide the high-idle speed specified by the manufacturer in the operating instructions. Varying Power and Fuel Consumption With Ballast. The varying power runs are made to show the effect of speed-control devices (engine governor, automatic transmissions, etc.) on horsepower, speed and fuel consumption. These runs are made around the entire test course with has two 180 degree turns with a minimum radius of 50 feet. The drawbar pull is set at 3 different levels as follows: (1) as near to the pull a maximum power as possible and still have the tractor maintain the travel speed at maximum horsepower on the straight sections of the test course; (2) 75% of the pull at maximum power; and (3) 50% of the pull at maximum power. Prior to 1958, fuel consumption data (10 hour test) were shown only for the pull obtained at maximum power for tractors having torque converters and at 75% of the pull obtained at maximum power for gear-type tractors. Maximum Power With Ballast. Maximum power is measured on straight level sections of the test course. Data are shown for not more that 12 different gears or travel speeds. Some gears or travel speeds may be omitted because of high slippage of the traction members or because the travel speed may exceed the safe-limit for the test course. The maximum safe speed for the Nebraska Test course has been set at 15 miles per hour. The slippage limits have been set at 15% and 7% for pneumatic tires and steel tracks or lugs, respectively. Higher slippage gives widely varying results. Maximum Power Without Ballast. All added ballast is removed from the tractor. The maximum drawbar power of the tractor is determined by the same procedure used for getting maximum power with ballast. The gear (or travel speed) is the same as that used in the 10-hours test. Varying Power and Travel Speed With Ballast. Travel speeds corresponding to drawbar pulls beyond the maximum power range are obtained to show the “lugging ability” of the tractor. The run starts with the pull at maximum power; then additional drawbar pull is applied to cause decreasing speeds. The run is ended by one of three conditions; (1) maximum pull is obtained, (2) the maximum slippage limit is reached, or (3) some other operating limit is reached

Ocean Seismic Network Pilot Experiment

Author Posting. © American Geophysical Union, 2003. It is posted here by permission of American Geophysical Union for personal use, not for redistribution. The definitive version was published in Geochemistry Geophysics Geosystems 4 (2003): 1092, doi:10.1029/2002GC000485.The primary goal of the Ocean Seismic Network Pilot Experiment (OSNPE) was to learn how to make high quality broadband seismic measurements on the ocean bottom in preparation for a permanent ocean seismic network. The experiment also had implications for the development of a capability for temporary (e.g., 1 year duration) seismic experiments on the ocean floor. Equipment for installing, operating and monitoring borehole observatories in the deep sea was also tested including a lead-in package, a logging probe, a wire line packer and a control vehicle. The control vehicle was used in three modes during the experiment: for observation of seafloor features and equipment, for equipment launch and recovery, and for power supply and telemetry between ocean bottom units and the ship. The OSNPE which was completed in June 1998 acquired almost four months of continuous data and it demonstrated clearly that a combination of shallow buried and borehole broadband sensors could provide comparable quality data to broadband seismic installations on islands and continents. Burial in soft mud appears to be adequate at frequencies below the microseism peak. Although the borehole sensor was subject to installation noise at low frequencies (0.6 to 50 mHz), analysis of the OSNPE data provides new insights into our understanding of ocean bottom ambient noise. The OSNPE results clearly demonstrate the importance of sediment borne shear modes in ocean bottom ambient noise behavior. Ambient noise drops significantly at high frequencies for a sensor placed just at the sediment basalt interface. At frequencies above the microseism peak, there are two reasons that ocean bottom stations have been generally regarded as noisier than island or land stations: ocean bottom stations are closer to the noise source (the surface gravity waves) and most ocean bottom stations to date have been installed on low rigidity sediments where they are subject to the effects of shear wave resonances. When sensors are placed in boreholes in basement the performance of ocean bottom seismic stations approaches that of continental and island stations. A broadband borehole seismic station should be included in any real-time ocean bottom observatory.This work was sponsored by the National Science Foundation (NSF Grant Numbers: OCE-9522114, OCE-9523541 and OCE-9819439) with additional support from Incorporated Research Institutions for Seismology (IRIS), Joint Oceanographic Institutions, Inc. (JOI Contract No: 12-94), Scripps Institution of Oceanography, a Mellon Grant from Woods Hole Oceanographic Institution, and the Earthquake Research Institute at the University of Tokyo (Visiting Professorship for RAS)

Submeter bathymetric mapping of volcanic and hydrothermal features on the East Pacific Rise crest at 9°50′N

Author Posting. © American Geophysical Union, 2007. This article is posted here by permission of American Geophysical Union for personal use, not for redistribution. The definitive version was published in Geochemistry Geophysics Geosystems 8 (2007): Q01006, doi:10.1029/2006GC001333.Recent advances in underwater vehicle navigation and sonar technology now permit detailed mapping of complex seafloor bathymetry found at mid-ocean ridge crests. Imagenex 881 (675 kHz) scanning sonar data collected during low-altitude (~5 m) surveys conducted with DSV Alvin were used to produce submeter resolution bathymetric maps of five hydrothermal vent areas at the East Pacific Rise (EPR) Ridge2000 Integrated Study Site (9°50′N, “bull's-eye”). Data were collected during 29 dives in 2004 and 2005 and were merged through a grid rectification technique to create high-resolution (0.5 m grid) composite maps. These are the first submeter bathymetric maps generated with a scanning sonar mounted on Alvin. The composite maps can be used to quantify the dimensions of meter-scale volcanic and hydrothermal features within the EPR axial summit trough (AST) including hydrothermal vent structures, lava pillars, collapse areas, the trough walls, and primary volcanic fissures. Existing Autonomous Benthic Explorer (ABE) bathymetry data (675 kHz scanning sonar) collected at this site provide the broader geologic context necessary to interpret the meter-scale features resolved in the composite maps. The grid rectification technique we employed can be used to optimize vehicle time by permitting the creation of high-resolution bathymetry maps from data collected during multiple, coordinated, short-duration surveys after primary dive objectives are met. This method can also be used to colocate future near-bottom sonar data sets within the high-resolution composite maps, enabling quantification of bathymetric changes associated with active volcanic, hydrothermal and tectonic processes.This work was supported by an NSF Ridge2000 fellowship to V.L.F. and a Woods Hole Oceanographic Institution fellowship supported by the W. Alan Clark Senior Scientist Chair (D.J.F.). Funding was also provided by the Censsis Engineering Research Center of the National Science Foundation under grant EEC-9986821. Support for field and laboratory studies was provided by the National Science Foundation under grants OCE-9819261 (D.J.F. and M.T.), OCE-0096468 (D.J.F. and T.S.), OCE-0328117 (SMC), OCE-0525863 (D.J.F. and S.A.S.), OCE-0112737 ATM-0427220 (L.L.W.), and OCE- 0327261 and OCE-0328117 (T.S.). Additional support was provided by The Edwin Link Foundation (J.C.K.)