After 10 busy days full of working and adjusting our work, we finally managed to make the temperatures measured at the port presentable and in a good format.
After ten days of hard work the team (Zacharie, Katrijn, Sylvain, Wilfried, Medard and field expert Victor) finally have the confidence to test there sensors in the field
After reanalysing the data of 3 and 4 October and comparing them with the GPS shield output we can come up with the following results:
Results of the sensor left at the port of Cotonou
The conclusion of these measurements is that the system is too unstable to produce good results and the gps module uses a lot of battery. After removing the GPS module and stabilizing the system we found the following results:
The conclusion of these measurements is that the addition of shock absorbers proved very beneficial, there was one power cut that happened during the recollection of the system. The results can be positioned in time in a reliable manner.
On monday, when we will analyse the results gathered during the weekend, we will see if these conclusions can be hold in a real experimental set up.
Report and pictures: Medard Honfo, Katrijn Baetens
After several days of preparation, a stable system was developed so we have the confidence to put the system to the test on the lake itself. After the last verifications our team (Zacharie Sohou, Katrijn Baetens, Medard Honfo, Sylvain Amoussou) and Mr Victor Okpeitcha,an oceanographic ingeneer of IRD/IRHOB took “une pirogue”, a local type of boat, to deposit three thermometers. The stations were next to existing stations of IRD/IRHOB, this will help the validation of our system and avoid double work.
Map of the positions were the sensors are released.Station 1 (yellow) in the middle of the canal.station 2 (orange) in the middle of the lake, this was not evident, luckily we got help from local fishermenStation 3: A permanent station installed by IRD/IRHOB (blue)
Methodology used to install the sensors:
Step 1: fix a perforated pipe in the water
Step 2: Put the sensor inside, the sensor will float on the water
Today the students working on this project have assembled and configured their sensors independently. They also tested other types of containers made of local materials.
The new container type indeed was waterproofThe students working together to get the configuration of their sensor right.
Today we finally managed to attach the module system to our sensor, unfortunately we did not arrive to make it reliable enough to attach it to the operational system.
The first succesfull messages sent by the sensor
We ended the day by recollecting the second testtype we deposited at the port yesterday.
Today we kept improving the system, we noticed the data gaps originated from small shocks that the batterie containers were not able to absorb, hence we searched for different methods to add a shock absorber to the system. The pictures show some of the ideas we had, in the end we kept it simple and just added some padding to the box. In the evening we put the box back to the port for a second test.
Investigating different methods for a shock absorber
We analyzed the data of the first prototype. The prototype has been activated at 5 pm on Friday, October 2019 as Wilfried described in the last report.
The figure shows the temperature measured by the prototype from 5 pm local time on Friday. The figure1 (a) shows that the temperature is almost constant from 5 pm to around 7 pm, the temperature decreases and oscillates overnight. The figure 1 (b) show the temperature from 12 am to 8am UTM time. The temperature still oscillated from 12 am to 5 am UTM. But after that, the temperature is almost constan, the oscillations started when the sun went down and stopped when it went under.
Data gathered with the prototype during 3 October (a) and 4 October (b)at the port of Cotonou.
Today we also further improved our model:
The prototype has stopped for during the night, luckily it started back independently.
We verified the voltage on the batteries. We noticed that the remaining voltage was 6,28 V which is half of the 12V of the fully charged battery pack. We still need to further investigate if this is acceptable.
In the future we would like to use a gsm module in stead of a gps module, this will allow to transfer data without having to open the box. We found a solution to charge the lithion/ion battery that charges this module.
Electronic scheme from https://lastminuteengineers.com, a very helpfull site for developing arduino projects
Today we prepared the composition of a different type of sensor containing a GSM system in stead of a GPS. We collected the thermometer we left at the port yesterday, the thermometer was still switched on, a promising sign. On monday we will retrieve and analyse the data inside.
Reporter: Médard Honfo
Pictures: Katrijn Baetens
In order to reach the goal of today (composing a new sensor) different chores had to be executed:
Buying SIM cards
Buying SIM cards with a good formula, not so easy as it seems
We discussed several options for new thermometer containers and went of to the market in search of the ultimate box.
Making sure the boxes are suitable for our sensor system
Trying to find battery chargers.
Négotiations at the market for finding good chargers
Collecting the thermometer at the port of Cotonou, the light was still on, so at least the batteries were still working. After the weekend we will analyze and evaluate what we have done so far. We keep you posted.
After 24 hours the thermometer was still switched on
03/10/2019 at “Institut de Recherches Halieutiques et Océanologiques du Benin” (IRHOB)
Reporter: Wilfried Sintondji
Pictures: Wilfried Sintondji and Katrijn Baetens
The first session started at 9:00 in the morning in the presence of Katrijn Baetens of RBINS, dr. Zacharie Sohou, the director of IRHOB, dr George Degbé et mr. Médard Honfo of IRHOB. There is also an important participation of students selected for this project: Mr Sylvain Amoussou and Mr Wilfried Sintondji.
After an introduction to the project Katrijn Baetens présented all the parts and materials that are needed to develop the thermometers. During this occasion she used the prototype developed in Belgium to demonstrate how everything works. After this each student was trusted with a task to copy the prototype and get the hang of the system. Some of the tasks needed are:
Constructing and testing if the box containing the electronics is waterproof
The box remained waterproof during lab testing
Checking the voltage of the system
Test the wiring of the new thermometer system on a breadboard
Double check if the prototype is working
The prototype works independently and the GPS receives a signal
Programming the thermometer with the desirable time parameters
The students working hard on their assigned tasks. Médard on the left is wiring the new thermometers, Sylvain in the middle is preparing a new waterproof box and Wilfried on the right is isolating the electronic wires.
At the end of the day we were able to test our first prototype in the waters of the port of Cotonou.
On our way to test the first prototype in the waters of the port of Cotonou
IRHOB and RBINS developed a first prototype of an arduino based temperature sensor that is waterproof. This is done in the framework of a CEBioS/BBI project. The cost of this model was 56 euro, which is 16 euro more than initially expected, this was mainly because of the inclusion of an expensive GPS module of 18 euro. The next step is to investigate where future budget cuts can be made. It is difficult to compare the price of our prototype with market prices as a gps and storage of data on an SD card is included in this model. The coming weeks the prototype will be improved and tested in the field, we will keep you posted.
The overall objective of this Project is to foster long-term cooperation between IRHOB, the University of Abomey-Calavi (UAC) in Benin, and the Royal Belgian Institute of Natural Sciences (RBINS) on the development of a methodology to acquire reliable scientific data for rational management and the conservation of aquatic resources in Benin, using sound scientific, technical, and socioeconomic advice. BBI funding enables cooperation in manufacturing Arduino sensors in order to measure physicochemical water quality parameters, such as temperature, salinity, acidity and dissolved oxygen, of the marine and lacustrine environment around Cotonou in Benin. This data collection will constitute the first step towards constructing habitat suitability maps.
Ballast water is used to improve the draught, stability and strength of seagoing vessels when these are not (fully) loaded. The water is discharged elsewhere when new cargo comes on board. In this way, approximately 10 billion tonnes of ballast water are transported all over the world every year. Unfortunately, also a lot of marine organisms get transported in this way, some of which develop into invasive alien species in the new places where they end up. This makes treatment of ballast water necessary, but perhaps this does not make sense everywhere and ‘Same Risk Areas’ can be defined in which species are transported via natural currents anyhow?
In February 2004, the International Maritime Organisation (IMO) adopted by consensus the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM). The BWM requires all ships to implement a ballast water management plan, keep a ballast water record book and carry out ballast water management procedures according to a given standard. Parties of the convention are given the option to take additional measures based on criteria set out in the convention and IMO guidelines. The BWM entered into force on 8 September 2017. In 2024, all ships that sail in international waters should comply with the regulations and have a ballast water management system.
Same Risk Areas
In order to anticipate on this future situation, governments around the world have started analyses to determine the viability of so‐called Same Risk Areas (SRA). SRAs are exemption areas within the ballast water management convention in which it is not necessary to treat the ballast water, that can be loaded and unloaded anywhere within the SRA. Dutch and Belgian Ministries have taken the initiative to analyse the viability of an SRA in their waters. RBINS/ODNature and GIMARIS performed the research focusing on Zeebrugge, Antwerp, Vlissingen and Rotterdam. The role of the Eastern Scheldt as a hub for connectivity in the SRA is also investigated. The inclusion of London, Hull and Amsterdam in the SRA was briefly considered. An economic study in parallel with this ecological assessment was executed as well. Economic considerations were investigated in a parallel study.
The followed approach was two‐fold: available biological data on the occurrences of alien species within the region of the SRA were collected and analysed, and the connectivity between the ports was tested by verifying that all the water bodies of the ports connected to the seaside in the SRA are connected through natural water circulation, which would allow organisms to disperse by water currents. This was done by means of numerical mathematical models.
Summary of the results per port or zone
Zeebrugge‐Vlissingen
The biological sampling showed that all recorded alien species have probably been dispersed to all the suitable habitats in this region. This is confirmed by the modelling study and the expert panel.
Rotterdam‐Scheldt zone (Scheldt Estuary containing the Eastern Scheldt, Vlissingen and Antwerp)
Some hydroids (medusa stages) and dinoflagellates are found in Rotterdam, but not in the Scheldt zone. Differences in species occurrences between these two areas may be due to differences in salinities (lower salinities in some parts of the port of Rotterdam), and the timing of the surveys done. The modelling study shows connectivity but only when species are able to show specific behaviour. Species are able to travel faster from the Scheldt zone to Rotterdam than the other way around.
Antwerp‐Scheldt zone
Some alien species that are recorded in Antwerp are not recorded in the Scheldt zone and vice versa. Differences in species occurrences between these two areas may be due to different environmental conditions. The model shows a strong, but unilateral connection from Antwerp to the Scheldt zone. Here the strength of the connection also depends on the species behaviour.
Antwerp‐Rotterdam
The oceanographic results show a weak connection between the two ports. The impact of behavior and season on dispersal is very important. The river system connecting Antwerp and Rotterdam is not taken into account, in this study. The fresh and brackish water species that could be connected through this system, are not included in this study.
A case study on the variable and invasive Ruditapes philippinarum showed that the model predictions should be further interpreted by means of biological information when available. (no copyright)
In conclusion, this study shows that the Scheldt zone (without Antwerp) can be considered a Same Risk Area. Whether this SRA can be extended to Rotterdam and Antwerp is less clear. Further investigation should clarify how an SRA between Belgium and the Netherlands can be finetuned.
Baetens K., Gittenberger A., Barbut L., Lacroix G. (2018). Assessment of the ecological implications when installing an SRA between Belgium and the Netherlands. Final project report. Royal Belgian Institute of Natural Sciences. Operational Directorate Natural Environment, Ecosystem Modelling. 71 pp. WaterBallast_FinalReport_20.12.2018
This research was financed by the Dutch Ministry of Infrastructure and Water Management under the contract 31136193 and by the Belgian Federal Public Service Mobility and Transport under the contract MA20180257 (including the participation of the Flemish government). We would like to thank Steven Degraer (RBINS), Francis Kerckhof (RBINS), Flemming Hansen (DTU Aqua, DK) and Johan van der Molen (NIOZ, NL) who reviewed this work and suggested useful comments.
