Geostatistical Simulation of Acoustic Log Data for Seismic Depth Conversion

Seismic reflection methods measure the time a seismic wave takes to travel through the ground, from the user defined source to a series of signal monitoring sensors known as geophones. The measured times need to be depth converted to allow for integration with other geological data. In order to convert from time to depth, an estimate of the rock volume velocity field must be made. The velocity field estimate can be made by assignment of velocity estimates to a geological model independent of the seismic processing. This article presents the results of using the acoustic geophysical log data extrapolated via sequential Gaussian simulation to derive the velocity field. The uncertainties associated with the velocity estimates were significant and provided the means to assess confidence limits for the actual depth determination. The technique is assessed by application to a major coal deposit, approximately 2.1 m thick and 210 m deep. Considering only the uncertainty associated with estimating the velocity field, half of the confidence interval values showed approximately 1 m of uncertainty in depth. The application of sequential Gaussian simulation to model the 3D distribution of acoustic velocity can be extended to other geophysical log parameters or derived estimates.     

A FELT GEOGRAPHY*

In this article I revisit a literary‐audio work I created in collaboration with a Vancouver composer for Intersections, a new music series organized by the Western Front in Vancouver, Canada. We spliced together recorded interview material with composed music to craft a site‐specific acoustic landscape. This work is presented as a site in which to explore creative, experimental ways of restaging memory and of bringing experiential landscapes more fully to life, immersing public audiences in the felt histories of the city.     

On crosswell diffusive time-domain electromagnetic tomography

We investigate the reconstruction of a conductive target using crosswell time-domain electromagnetic tomography in the diffusive limit. The work is a natural extension of our ongoing research in the modification of time-domain methods for the rugged marine mid-ocean-ridge environment, an environment characterized by extreme topography and pronounced variations in crustal conductivity on all scales. We have proved both in theory and in practice that 'traveltime', the time taken for an electromagnetic signal to be identified at a receiver following a change of current in the transmitter, is an excellent, robust estimator of average conductivity on a path between transmitter and receiver. A simple estimate of the traveltime for a parallel electric dipole-dipole system is the time at which the derivative of the electric field with respect to logarithmic time at the receiver reaches its maximum. We have derived the fundamental relationship between the traveltime and the conductivity of the medium for a uniform whole-space. We have applied the concept of the traveltime inversion to the related crosswell problem and demonstrated reconstructions of finite targets based on tomographic analyses. Results show that the crosswell time-domain electromagnetic tomography can supply useful information, such as the location and shape of a conductive target.     

A theoretical approach to the propagation of interacting cracks

We propose a scheme to compute interaction effects between two randomly oriented cracks under compressive stresses and we discuss the role crack interactions play in the crack coalescence process. Stress intensity factors are computed by using an iterative technique based on the method of successive approximations. Once crack propagation occurs, curved wing cracks grow from the initial crack tips. The stress intensity factors at the wing crack tips are calculated as the sum of two terms: a component for a single wing crack subjected to both the applied stresses and the interaction effect, and a component due to the sliding of the initial crack. We have applied our procedure to various crack geometries. Our results show that interaction effects act on the crack propagation path. For cracks under tension, our approach correctly predicts the curving, hook-shaped paths of interacting cracks that have been observed in various materials. For en echelon compressive cracks, interaction effects depend on the geometry of stepping. For right-stepping cracks, no mode I crack coalescence occurs. A mixedmode propagation criterion may be introduced to check whether coalescing secondary shear fractures initiate. For left-stepping cracks, depending on whether or not there is overlapping, crack coalescence is achieved by tension wing cracks at the inner crack tips. Without overlapping, the growing wing cracks delimit a region where a tensile secondary fracture may develop and lead to coalescence. These results are consistent with previous work and show that our procedure may be now extended to a population of cracks.     

Hierarchical traveltime tomography

A new traveltime tomographic method was developed with hierarchical shape functions of the finite element method as slowness or velocity interpolation functions. The degree of the approximation of velocity modelling is adjusted by selecting a set of hierarchical shape functions in each element. The ray density parameter of each element controls the selection to make the approximation fine or coarse in the high- or low-ray-density area. The proposed method is applied to both synthetic traveltime data and actual data. The AIC is used to determine the number of model parameters. The result of the synthetic data shows that low-resolution model parameters can be eliminated by the ray density parameter. The result of the actual data shows that the velocity pattern is approximately the same in the fine approximation area and that the velocity fluctuation is suppressed in the coarse approximation area, compared with that obtained from a full set of hierarchical shape functions. The number of model parameters is drastically reduced. The resolution can be estimated by the checkerboard restoration test. The result of the real data set was compared with that of the linear velocity grid model.