Using long-range transmissions in the Beaufort Gyre to test the sound-speed equation at high pressure and low temperature.

An ocean acoustic tomography array with a radius of 150 km was deployed in the central Beaufort Gyre during 2016-2017 for the Canada Basin Acoustic Propagation Experiment. Five 250-Hz transceivers were deployed in a pentagon, with a sixth transceiver at the center. A long vertical receiving array was located northwest of the central mooring. Travel-time anomalies for refracted-surface-reflected acoustic ray paths were calculated relative to travel times computed for a range-dependent sound-speed field from in situ temperature and salinity observations. Travel-time inversions for the three-dimensional sound-speed field consistent with the uncertainties in travel time [∼2 ms root mean square (rms)], receiver and source positions (∼ 3 m rms), and sound speed calculated from conductivity-temperature-depth casts could not be obtained without introducing a deep sound-speed bias (below 1000 m). Because of the precise nature of the travel-time observations with low mesoscale and internal wave variability, the conclusion is that the internationally accepted sound-speed equation (TEOS-10) gives values at high pressure (greater than 1000 m) and low temperature (less than 0 °C) that are too high by 0.14-0.16 m s-1.

Acoustic travel-time variability observed on a 150-km radius tomographic array in the Canada Basin during 2016-2017.

The Arctic Ocean is undergoing dramatic changes in response to increasing atmospheric concentrations of greenhouse gases. The 2016-2017 Canada Basin Acoustic Propagation Experiment was conducted to assess the effects of the changes in the sea ice and ocean structure in the Beaufort Gyre on low-frequency underwater acoustic propagation and ambient sound. An ocean acoustic tomography array with a radius of 150 km that consisted of six acoustic transceivers and a long vertical receiving array measured the impulse responses of the ocean at a variety of ranges every four hours using broadband signals centered at about 250 Hz. The peak-to-peak low-frequency travel-time variability of the early, resolved ray arrivals that turn deep in the ocean was only a few tens of milliseconds, roughly an order of magnitude smaller than observed in previous tomographic experiments at similar ranges, reflecting the small spatial scale and relative sparseness of mesoscale eddies in the Canada Basin. The high-frequency travel-time fluctuations were approximately 2 ms root-mean-square, roughly comparable to the expected measurement uncertainty, reflecting the low internal-wave energy level. The travel-time spectra show increasing energy at lower frequencies and enhanced semidiurnal variability, presumably due to some combination of the semidiurnal tides and inertial variability.

Moving source ocean acoustic tomography with uncertainty quantification using controlled source-tow observations.

Ocean sound speed and its uncertainty are estimated using travel-time tomography at ranges up to 2 km using a moving source in ∼600 m water depth. The experiment included two 32-element vertical line arrays deployed about 1 km apart and a towed source at ∼10 m depth transmitting a linear frequency modulated waveform. The inversion accounts for uncertainties in the positions and velocities of the source and receivers in addition to the background sound speed state. At these short ranges, the sound speed effects are small and the representational error of the candidate forward models must be carefully evaluated and minimized. This is tested stringently by a separate position parameter inversion and by cross-validating the estimates of sound speed and arrival time, including uncertainties. In addition, simulations are used to explore the effects of adding additional constraints to the inversion and to compare the performance of moving to fixed source tomography. The results suggest that the ray diversity available from the moving source reduces the posterior sound speed uncertainty compared to the fixed source case.

A performance comparison between m-sequences and linear frequency-modulated sweeps for the estimation of travel-time with a moving source.

This manuscript discusses the utility of maximal period linear binary pseudorandom sequences [also referred to as m-sequences or maximum length sequences (MLSs)] and linear frequency-modulated (LFM) sweeps for the purpose of measuring travel-time in ocean-acoustic experiments involving moving sources. Signal design and waveform response to unknown Doppler (waveform dilation or scale factor) are reviewed. For this two-parameter estimation problem, the well-known wide-band ambiguity function indicates, and moving-source observations corroborate, a significant performance benefit from using MLS over LFM waveforms of similar time duration and bandwidth. The comparison is illustrated with a typical experimental setup of a source suspended aft of the R/V Sally Ride to a depth of∼10 m and towed at∼1 m/s speed. Accounting for constant source motion, the root mean square travel-time variability over a 30 min observation interval is 53 µs (MLS) and 141 µs (LFM). For these high signal-to-noise ratio channel impulse response data, LFM arrival-time fluctuations mostly appear random while MLS results exhibit structure believed to be consistent with source (i.e., towed transducer) dynamics. We conclude with a discussion on signal coherence with integration times up to 11 MLS waveform periods corresponding to ∼27 s.

Data driven source localization using a library of nearby shipping sources of opportunity.

A library of broadband (100-1000 Hz) channel impulse responses (CIRs) estimated between a short bottom-mounted vertical line array (VLA) in the Santa Barbara channel and selected locations along the tracks of 27 isolated transiting ships, cumulated over nine days, is constructed using the ray-based blind deconvolution algorithm. Treating this CIR library either as data-derived replica for broadband matched-field processing (MFP) or training data for machine learning yields comparable ranging accuracy (∼50 m) for nearby vessels up to 3.2 km for both methods. Using model-based replica of the direct path only computed for an average sound-speed profile comparatively yields∼110 m ranging accuracy.

Using a regional ocean model to understand the structure and variability of acoustic arrivals in Fram Strait.

A regional ocean model for Fram Strait provides a framework for interpretation of the variability and structure of acoustic tomography arrivals. The eddy-permitting model (52 vertical levels and 4.5 km horizontal resolution) was evaluated using long-term moored hydrography data and time series of depth-range averaged temperature obtained from the inversion of acoustic tomography measurements. Geometric ray modeling using the ocean model fields reproduces the measured arrival structure of the acoustic tomography experiment. The combination of ocean and acoustic models gives insights into acoustic propagation during winter and spring. Moreover, overlapping arrivals coming from different vertical angles can be resolved and explained. The overlapping arrival of purely refracted rays and surface-reflected/bottom-reflected (SRBR) rays has implications for the inversion of tomography data in Fram Strait. The increased knowledge about the ray-length variations of SRBR rays is valuable for choosing appropriate observation kernels for the data assimilation of acoustic tomography data in Fram Strait.