Posidonia system testing and calibration

co-variability. We have implemented the methodology to infer vertical velocities from the gliders. Since the cruise several tasks have been carried such as the finalization of oxygen calibration and the calibration of the chlorophyll and turbidity measurements.

We will continue to analyze the spatial scales of physical-biochemical co-variability.

We shall assess the potential of vertical velocities computed from the gliders to explain the small-scale variability of the biophysical parameters. In collaboration with Thomas Ohde (IOW) we shall intensify the work on the detectability of Sahara dust deposition.

In collaboration with Johannes Karstensen (IFM-GEOMAR) we will assess the potential of remote sensing to infer vertically integrated chlorophyll contents. IFM-GEOMAR plans to carry out further glider fleet experiments. Experiences gained from this pilot study will help to conduct (and process and analyze the data from) future missions.

4.7 Posidonia system testing and calibration

Saad El Naggar, Peter Gerchow, Gerd Rohardt (not on board) AWI, Bremerhaven

Werner Dimmler Fielax, Bremerhaven Objectives

The underwater navigation system Posidonia had been upgraded during the shipyard visit of Polarstern in Bremerhaven between 20 May and 12 June 2008. Newly designed hardware and software were installed and tested in the harbour of Bremerhaven. A new acoustic array and window were installed nearby the moon pool in addition to the mobile acoustic array. A complete new electronic cabinet was installed, modified and tested.

The first operational test under real conditions at sea was carried out during the cruise ARK-XXIII/1+2. A final sea trial and calibration were planned to be carried out at water depth of more than 3000 m during the cruise ANT-XXV/1 in November 2008 on the way to Las Palmas.

However, the planned calibration and sea trials could not be carried out during that cruise due to technical problems that occurred to the system. Because the system was faulty and not operational it was repaired by IXSEA in Bremerhaven during the last shipyard visit of Polarstern in May/June 2009, where the damaged

Fig. 4.7.4: Shipʼs tracks: Line track at distance of 1000 m

parallel to first line track in Fig. 4.7.3

acoustic array and window were replaced by new components.

The Posidonia system was successfully used again during ARK-XXIV cruise, but the new acoustic array was not useable, due to the diffraction occurring at the protection window. The system was not able to locate the target correctly and within the expected error. A new sea trial and calibration were done on both Posidonia systems during ANT-XXVI/1 and on the way between Bremerhaven and Las Palmas (16-27 October 2009).

The newly installed acoustic array was not fully operational, however, and it could not to be calibrated due to disturbances from the protection window. Further investigations were necessary to improve the acoustical characteristic of the fixed array.

Finally, during ANT-XXVI/4 on the way from Las Palmas to Bremerhaven (8-17 May 2010) further calibration tests were carried out on the new Posidonia system after removal the protective window in Punta Arenas on April 2010. The main objectives here were to eliminate the effects of the protective window on the system, to check and to calibrate the system without the protective window.

Work at sea

The following steps were carried out during ANT-XXVI/4:

- System operationality check including transponder test - Preparation of transponder mooring (Fig. 4.7.1)

- Sea trial and calibration (about 12 h) - Recovery of transponder mooring - Data analysis and validations

The general conditions during the calibration and tests are listed below:

- Date: 10 May 2010 - Ship speed during measurement: 3 Knots - All other acoustic systems: OFF

- Transponder RT 861 B1S, Ser. Nr. 573; Polarstern - Start of Tests: 10 May 2010; 06:00 UTC

- End of Tests: 10 May 2010; 20:00 UTC

4.7 Posidonia system testing and calibration

A corrected sound profile was obtained with temperature and salinity data from a CTD cast down to 2550 m and used for calibration. The calibration and tests were carried out according the ship’s tracks presented in Figs. 4.7.2-4.7.4.

Fig. 4.7.2: Ship’s tracks: loop 1 and loop 2 (8-shape)

Fig. 4.7.3: Ship’s Tracks: Line track over the Transponder

Fig. 4.7.4: Ship’s tracks: Line track at distance of 1000 m parallel to first line track in Fig. 4.7.3

Preliminary (expected) results

Data analysis from first loop (8 shape, Fig. 4.7.2) show that the non-mobile acoustic array works without window properly. Positioning data obtained here were within the specifications and good enough to carry out the calibration (Fig. 4.7.7). The calculated bias of the array’s axis relative to the ship’s axis was:

Heading: -0.62°

Pitch: -0.25°

Roll: -0.44°

The accuracy of the system at this depth was about ±12 m. The signal/noise ratio was similar to the mobile array. Considering the positioning data distribution (Fig. 4.7.5) we identified a systematic error distribution surrounding the main position similar to

what was found when using the protective windows during ANT-XXVI/1, but at lower magnitude (Fig. 4.7.6).

Fig. 4.7.5: Calibration of the fixed acoustic array without window;

Red line = ship’s track, blue dots = detected transponder positions.

Fig. 4.7.6: Calibration of the fixed acoustic array during ANT-XXVI/1 with window.

Red line = ship’s track; blue dots = detected transponder positions.

4.7 Posidonia system testing and calibration

Fig. 4.7.7: Calibration of the fixed array without window, first loop (8-shape).

Blue dots are positions before correction and green dots are recalculated positions after the correction.

Positioning distributions were reduced from ± 50 m to ± 12 m.

Fig. 4.7.8: Calibration of the fixed acoustic array without window.

Influence of the ship’s symmetry on the accuracy of the positioning.

Ship’s track over transponder; red line = ship’s track, blue dots = detected transponder positions.

Fig. 4.7.9: Calibration of the fixed acoustic array without window. Influence of the ship’s symmetry on the accuracy of the positioning. Ship’s track nearby.

Red line = ship’s track, blue dots = detected transponder positions.

Measurements according to Figs. 4.7.3 and 4.7.4 were carried out to check the influence of the ship’s symmetry on the accuracy of the positioning. Results are presented in Figs. 4.7.8 and Fig. 4.7.9. We found that best positioning can be obtained, when the ship is headed to the transponder. Starboard side is more disturbed than port side.

According to the test performed it can be concluded that the installation ambient of the fixed installed array has miner disturbances on the functionality of the Posidonia system. The reason is not known. The protective window disturbs and attenuates the signals in addition, so that the ambient effects became stronger. Those lead to disturbance in the complete system. The protective window is still the main reason for the system faulty. Further investigations at installation ambient and at the window are necessary to make the system fully usable.

4.8 Further projects and guests