Riegl now offers several new sensors and systems for airborne data gathering at various elevations.
At Intergeo 2018, the company unveiled sensors designed for low-flight altitudes, such as with UAVs. Riegl also introduced sensors designed for medium-flight altitudes used in large UAS/UAV/RPAS with higher payload capacity or in manned helicopters, and scanners and systems for data acquisition at high flight altitudes using manned fixed-wing aircraft.
The Riegl VQ-480II and VQ-580 II on display at Intergeo 2018. (Photo: Riegl)
Medium altitude. The Riegl VQ-480 II (Mark 2) and VQ-580 II (Mark 2) are designed for airborne applications at mid-altitudes for use on both manned and unmanned aircraft. Based on the capabilities of their predecessors VQ-480 and VQ-580, their new, sophisticated designs lead the quality of the systems to a new standard of performance and user-friendliness.
Both offer a measurement rate of up to 1,250,000 measurement/second and a wide field of view of 75 degrees, suitable for corridor mapping, city modeling and applications in agriculture and forestry.
With approximately 10 kg of weight, they are ready for integration into helicopters as well as unmanned UAVs with a higher payload capacity, and are compatible with stabilized platforms and even small hatches.
The VQ-480 II and VQ-580 II are prepared for smooth GNSS/IMU integration, offer interfaces for up to five optional cameras, and are equipped with a removable storage card and an integrated SSD for data storage.
While the VQ-480 II works at a laser wavelength of 1550 nm, the VQ-580 II works at 1064 nm wavelength suited to measure on ice and snow.
Laser scanning. Riegl’s VUX series, focusing on unmanned laser scanning, has also been expanded. With the Riegl VUX-240, a new airborne lidar sensor with less than 4 kg weight and a sophisticated design offering 75-degree field of view is now ready to be integrated on both small manned and larger unmanned aircraft.
The high measurement rate of 1,500,000 measurements/second and a high scan speed of up to 400 lines per second are the basis for high scan efficiency, especially in applications like power lines, railway tracks, pipeline inspection or topography in open-cast mining. Interfaces for an optional GNSS/INS system integration and up to four optional cameras are further convincing key features of the new scanner.
The Riegl VQ-840-G. (Photo: Riegl)
Bathymetry. For the bathymetric segment, the Riegl VQ-840-G has entered the marketplace. Designed for combined topographic and hydrographic surveys for use with large UAVs from lower flight altitudes, the scanner carries out laser range measurements for high-resolution surveying of underwater topography utilizing a green laser beam.
The scanner’s compact, lightweight and robust housing also can include an optional digital camera and an additional, fully integrated infrared laser rangefinder, and is compliant with typical hatches in aircrafts and with stabilized platforms.
The Riegl VQ-880-GII. (Photo: Riegl)
Airborne laser scanning. The Riegl VQ-880-GII is a further improvement of the VQ-880-G topo-hydrographic airborne laser scanning system, offering online waveform processing and full waveform recording.
The improved setup includes a green laser channel, an integrated infrared laser channel, and an integrated dual camera system for RGB and IR. Typical applications include coastline and shallow water mapping, acquiring base data for flood prevention, and measurements for aggradation zones.
Also available are the VQ-780i airborne laser scanner and the VQ-1560i dual wavelength airborne mapping system.
Daimler Trucks to connect with AT&T. (Photo: Daimler)
AT&T provides connectivity for DTNA’s Detroit Connect platform across the U.S. and Canada. The Detroit Connect platform is installed on all new DTNA’s Freightliner Cascadia trucks built for customers in those countries. The relationship will now expand to cover trucks built for the Australian and European markets for 2018 model year Freightliners and newer.
The new Cascadia sets new standards in fuel efficiency, safety technologies and the latest connectivity solutions, DTNA said. Detroit Connect, connected by AT&T, enables enhanced safety reporting, powertrain diagnostics and software, and features over-the-air updates and fuel efficiency analytics capabilities for vehicles across North America.
New multi-year agreements cover Australia, Austria, Belgium, Bulgaria, Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Netherlands, Norway, Poland, Portugal, Romania, Spain, Sweden, Switzerland and the United Kingdom.
AT&T has reached other milestones in the connected car space. According to the company, it has accomplished the following:
It has 24 million connected cars on the AT&T network, and added 2 million this year.
AT&T connects more than 3 million fleet vehicles, specifically supporting small business, enterprise and government customers.
The company has relationships with 29 global brands including Airstream, Audi, BMW, Ford, Mercedes-Benz, GMC, Honda, Volvo and much more. AT&T has worked with its partners on 4G LTE connectivity, enhanced infotainment services and greater Wi-Fi accessibility.
The company’s global SIM provides internet of things (IoT) connectivity across 500 carriers and 200+ countries and territories. AT&T also connects cars in 57 countries, including 12 where infotainment is enabled through Wi-Fi hotspots.
“We’ve had tremendous success in launching our proprietary connected vehicle platform with AT&T” said Jason Krajewski, director of connectivity at Daimler Trucks North America. “Working with AT&T, we will expand our connectivity services and connected vehicle portfolio to more vehicles and more regions.”
“Daimler Trucks North America is the industry leader in bringing IoT connectivity and innovative solutions to long-haul trucking industry,” said Chris Penrose, president, internet of things (IoT) Solutions at AT&T. “Broadening our collaboration outside North America for the first time will bring the benefits of efficiency, safety and performance to customers on a global scale.”
TE Connectivity’s high-frequency nanominiature contact doubles density, reduces packaging.
TE Connectivity, a connectivity and sensors company, has released new NanoRF modules and contacts, which double the density of VITA 67 RF modules for ANSI-standard VPX embedded computing applications.
Nano RF module and contacts, (Photos: TE Connectivity)
The high-frequency nanominiature coax contact is engineered with smaller contacts and a higher RF contact density within a multi-position module. This design enables smaller packaging and saves valuable space, TE said.
Half-size modules can support up to 12 RF contacts, and full-size modules can support 18 contacts or higher, with the option to customize contact count and position.
TE’s NanoRF modules and contacts are versatile, TE said. Their blind-mateable, float-mounted backplane contacts support module-to-module or box-to-box architecture. While they are designed for 0.047-inch coax cable, multiple cable types are available to fit the application’s needs. To bring high-frequency capability into a high-density modular package, the contacts are optimized for signal integrity and support frequencies up to 70 GHz.
The NanoRF’s design features a floating insert on the backplane side, with guide features to pre-align the array of contacts before they engage. This results in reliable mating and consistent RF performance up to 500 mating cycles.
“NanoRF offers outstanding high frequency coax contact density in a rugged modular package, which is ideal for providing reliable RF performance in harsh environments,” said Mike Walmsley, global product manager for TE’s Aerospace, Defense and Marine division. “It has been tested to VITA 72’s high vibration standards and is ready for VPX open architecture under VITA 67.3 — with a roadmap for expansion into other high- density packages.”
For more information on TE’s NanoRF modules and contacts, visit the product page or contact the Product Information Center at 1-800-522-6752.
Trimble introduced several new products at its annual Trimble Dimensions user conference, taking place Nov. 5-7 in Las Vegas.
Photo: Trimble
GNSS Smart Antennas for Civil Construction. The new SPS785 GNSS smart antenna is a fully capable GNSS receiver that features high-quality GNSS accuracy at a lower price point. The SPS785 has full satellite coverage with the combination of GPS and all GNSS constellations. A seamless workflow with the Trimble Siteworks Positioning Systems means that everyone on the jobsite can use the same data and work on the same platform.
For added protection, the SPS785’s radio antenna fits inside the range pole. The lightweight and compact design enables contractors to work longer with less fatigue.
Also, a new dynamic tilt functionality was added to the Trimble SPS986 GNSS smart antenna. The SPS986 is specifically designed for rugged jobsite measurement applications, and is now available with a dynamic tilt upgrade. The dynamic tilt feature allows for faster data collection to enable construction surveyors to create larger digital terrain models faster and with improved accuracy. It is designed to capture higher accuracy measurements on steeper slopes from a moving vehicle and more accurate volume measurements to save time and money on material planning.
The dynamic tilt measurement mode also auto-measures antenna height. From inside the vehicle, contractors can set the height of the antenna and quickly interrogate surface models using the real-time 3D surface display in Trimble Siteworks field software.
The Kestrel seismogeodetic system. (Photo: Trimble)
Kestrel Seismogeodetic System. Trimble RTX technology is now delivered via satellite to the Kestrel seismogeodetic systemfor earthquake, volcano and infrastructure monitoring. Designed for scientists and structural engineers, Trimble’s Kestrel pairs uninterrupted, high-quality GNSS positioning corrections with seismic data — for Earthquake Early Warning (EEW), volcano and infrastructure monitoring of bridges, dams, towers and other civil structures.
In addition to internet-delivered Centerpoint RTX corrections, the Kestrel system also now supports L-band satellite delivered RTX corrections. This ensures corrections are not affected during communication delays or outages that occur during natural disasters. CenterPoint RTX enables centimeter-level absolute positioning, which is critical when analyzing and responding to the movement of a structure.
Field Staking and Design Solution for Electric Utilities. Trimble Field Designer is an innovative mobile staking and design solution that enables electric utilities to quickly design overhead and underground electric utility lines on mobile devices in the field.
Trimble Field Designer leverages mobile technology from Trimble business partner GeoSpatial Innovations, Inc. (GSI). It was developed to add new field staking and design capabilities to Trimble’s Network Information System (NIS), a network asset management solution. At the heart of Trimble NIS is a fully connected “live” network model built on a single database that provides for comprehensive documentation, topology and full life-cycle support of electric utility network assets.
Trimble Field Designer enables electric utilities to:
Capture pole locations efficiently and accurately
Measure distances, angles, elevations, offsets, and bisectors
Assign construction units to locations and spans for material and labor requirements
Capture comments and information about design
Reduce design time
Eliminate redundant data entry in the office.
Earthworks Grade Control Platform version 1.7. The latest version of Earthworks provides support for motor graders and automatic guidance for tiltrotator attachments. Trimble Earthworks for Motor Graders is a GNSS-based, 3D-grade control solution designed to make fine grading more accurate, faster and easier. In addition, Trimble Earthworks now gives excavator operators using tiltrotators the advantage of automatic machine control, which can result in increased productivity.
Correlator3D was used to process large format imagery collected by Midwest over Mexico Beach, Florida. (Image: SimActive)
SimActive Inc., developer of photogrammetry software Correlator3D, has partnered with Midwest Aerial to perform damage assessments of Hurricane Michael.
Correlator3D was used to process large format imagery collected by Midwest over Mexico Beach, Florida. The joint effort resulted in highly precise geospatial data, including a digital surface model (DSM), an orthomosaic and a 3D model, the company said.
“This is a terrible disaster for the people affected and we hope they can benefit from geospatial technologies available,” said Philippe Simard, president of SimActive.
The gallery below shows samples of the imagery collected.
SimActive partnered with Midwest Aerial to perform damage assessment of Hurricane Michael. (Photo: SimActive)
Correlator3D was used to process large format imagery collected by Midwest over Mexico Beach, Florida. (Image: SimActive)
Aerial imagery of the devastation from Hurricane Michael in Mexico Beach, Florida. (Image: SimActive)
SimActive’s Correlator3D is a patented end-to-end photogrammetry solution for the generation of high-quality geospatial data from satellite and aerial imagery, including UAVs. Correlator3D performs aerial triangulation and produces dense DSM, digital terrain models, point clouds, orthomosaics, 3D models and vectorized 3D features.
Powered by GPU technology and multi-core CPUs, Correlator3D ensures high processing speed to support rapid production of large datasets, the company added.
Midwest Aerial Photography focuses on acquiring high-quality aerial imagery and companion data in support of photogrammetric mapping projects across the United States and Canada. Midwest partners and clients include federal, state and local government agencies, as well as photogrammetric firms and architectural and engineering companies.
A GLONASS-M was launched Nov. 3 from the Plesetsk cosmodrome. (Photo: Russian Ministry of Defense)
A GLONASS-M satellite has safely entered its calculated orbit after a Nov. 3 launch, according to the Russian Ministry of Defense. The satellite is designated GLONASS-M 757.
The launch of the Soyuz-2.1B medium-range rocket took place Saturday, Nov. 3, at 23:17 Moscow time from the Plesetsk cosmodrome.
After separation from the third stage of the Soyuz-2 launch vehicle, the upper stage Frigate launched the navigation spacecraft into orbit.
The satellite will replenish the GLONASS constellation, which includes 27 satellites. One satellite is the newest model, GLONASS-K, and is undergoing flight tests. Another GLONASS-M is under maintenance.
A few minutes after launch, a steady telemetry connection was established and is being maintained with the satellite, which is functioning normally.
Telit GE310-GNSS IoT Module fills European demand for GSM/GPRS compact form factors, and is part of Telit’s migration-support program that helps customers leverage 2G’s low cost and broad coverage while preparing for 4G and 5G.
The GE310-GNSS module. (Image: Telit)
Telit has released the GE310-GNSS, an internet of things (IoT) module with GSM/GPRS, multi-constellation satellite positioning and Bluetooth functionality in a 270-millimeter-squared form factor.
The GE310-GNSS enables original equipment manufacturers (OEMs) and system integrators in application areas such as asset management, utilities and telematics, meet strong demand for low-cost, highly compact devices without tradeoffs in performance, reliability and functionality, particularly in regional markets such as Europe, where 2G is forecast to remain in strong growth in number of IoT connections for many years.
The GE310-GNSS features a miniature form factor packaged in an LGA 94-round-pad format. It is designed to meet the robust demand in Europe, Latin America and other regional markets for compact devices such as health and wellness monitors, smart residential and commercial thermostats, commercial fleets and IoT-connected grid equipment for smart utilities.
With support for Europe’s Galileo as well as other satellite positioning constellations, the GE310-GNSS is suitable for IoT applications that require location awareness throughout Europe and the rest of the world. The module’s Bluetooth 4.0 capability makes it easy for OEMs to add connectivity to proximal area network devices, Telit said.
The GE310-GNSS is part of Telit’s future-proofing program, which helps customers leverage 2G’s low cost and gapless European coverage immediately while retaining absolute control of when they switch to a compatible 4G module in the Telit family lineup.
The lineup includes multiple roadmap paths to upgrade to 4G and later to 5G based on the customer business strategies and specific market conditions.
Research firm ABI Research estimated in its “ABI IoT Market Tracker – Worldwide – October 2018” that 2G cellular IoT connections will continue to grow in Europe from 100 million in 2018, reaching a peak of 148 million connected devices in 2022 before slowly dropping to about 89 million in 2026.
“The GE310-GNSS is the newest in our lineup of updated 2G modules for markets like Europe and Latin America which still show a sustained pull for over half a decade,” said Yossi Moscovitz, president products and solutions, Telit. “This svelte module combines proven, reliable 2G connectivity with the latest satellite positioning and Bluetooth technologies, all backed by Telit’s decades-enduring migration-support program. Telit has helped thousands of customers through cellular generational transitions and is now helping 2G customers in Europe, Latin America and other regions develop business-enhancing roadmaps to 4G and 5G.”
For more information about the GE310-GNSS and other Telit IoT solutions, visit booth A.b80 at European Utility Week, Nov. 6-8 in Vienna, Austria.
Uplift adds commercially trained pilots and expands PrecisionHawk’s industry expertise and relationships in drone-based services for construction and facility management nationwide.
Uplift specializes in the delivery of turnkey inspection services for construction, building information management and real estate, and has provided drone services for national and global brands.
Its nationwide network of commercially trained drone pilots will join PrecisionHawk’s Droners.io network of more than 15,000 drone pilots. Suzanne El-Moursi, CEO of Uplift, will join PrecisionHawk’s executive leadership team managing the company’s construction line of business.
This is the fifth acquisition for PrecisionHawk in 2018. Early acquisitions include Droners.io and Airvid. In September, it purchased both Hazon Solutions and InspecTools which specialize in the delivery of inspection services and technology for the energy industry. Their integration with PrecisionHawk has created dynamic synergy, providing solutions that elevate airborne intelligence and strengthen the data value chain for the enterprise.
Similar to the energy space, the construction industry has experienced a rapid uptake in the adoption of commercial drone technology. Drones are now one of the leading innovative technologies that are transforming the construction process since they decrease the need for lengthy visual inspections, reduce planning time, improve worker safety and identify problems.
Uplift Data Partners was formed in 2015 as a fully integrated subsidiary of Clayco, one of the nation’s largest architecture, engineering, design-build and construction firms, with more than $2 billion in annual revenue.
Through the acquisition, Clayco will exclusively source its construction projects to PrecisionHawk, and will serve on PrecisionHawk’s Board of Advisors to support the growth of the company’s services and software in the construction industry.
The PrecisionHawk UAV. (Photo: PrecisionHawk)
“PrecisionHawk is leading the commercial drone market by combining superior technology with deep expertise in the markets that they serve,” said Bob Clark, Clayco CEO. “Through this acquisition, Clayco customers gain access to a new level of technological sophistication for more scalable and robust operations, while continuing to benefit from Uplift’s deep understanding of the demanding nature of engineering and construction industry drone missions,.”
“This acquisition displays PrecisionHawk’s commitment to strengthening our technology and expertise in high-growth markets,” said Michael Chasen, PrecisionHawk CEO. “By combining PrecisionHawk’s leading-edge products and services with Uplift’s industry experience and training standards, our customers will receive best-in-class aerial data and analytics for complex construction and facility inspection projects through a simple and easy to procure process.”
“Our mission at Uplift is to support the modernization of the architecture, engineering and construction (AEC) industry by creating tools and training that improve the accessibility of drone services, thereby delivering true value to construction projects,” said Uplift CEO Suzanne El-Moursi. “The construction industry is uniquely rugged, yet defined by innovation and intelligence, and we are thrilled to join PrecisionHawk, a company that is both aligned to this mission and committed to the growth and expansion of the industry.”
An electronic pelorus is poised to become a useful tool in any mariner’s toolbox of resilient PNT systems. Learn how it works, and the benefits it brings to position fixing at sea.
INNOVATION INSIGHTS by Richard Langley
POP QUIZ: What do a character from Greek mythology, a point on the coast of Sicily, the pilot of Hannibal’s ship, a fizzy wine from New Zealand, and a navigation instrument have in common?
They are all called Pelorus or pelorus in the case of the instrument as it’s not a proper noun (grammar lesson over). And while a discussion of each of the uses of the word could be quite educational, this month’s column, perhaps predictably, will be about the pelorus or rather a modernized version of it.
If you are a landlubber, like me, you may not have heard of the pelorus. Yet, in one form or another it has been around for hundreds of years although not always going by that name. In appearance and use, it resembles a compass with sighting vanes.
But it has no magnetic components of any sort. And while a compass is used to get a magnetic bearing of a charted feature such as a tower or lighthouse or the magnetic heading of a vessel, a pelorus is used to measure a relative bearing between a feature and a reference direction such as the heading of the vessel, commonly called the ship’s head.
If a line is drawn on a chart through the sighted feature at an angle equal to the measured bearing, the vessel must be somewhere along this so-called line of position. If a second bearing on another feature significantly displaced from the first is measured in quick succession, a second line of position can be drawn on the chart, crossing the first.
The intersection point gives the (two-dimensional or horizontal) location, or position fix, of the vessel. Since the measured bearings will have some error, generally at least three lines of position are established with their intersections forming a small triangle, sometimes called a “cocked hat.” The location of the vessel is either inside the triangle or nearby depending on the similarity of the bearing errors.
Position fixes can also be obtained from instruments that measure ranges. In this case, the lines of position are circles for terrestrial systems providing two-dimensional fixes or spheres of position in the case of three-dimensional fixes obtained from GNSS measurements.
But let’s get back to the pelorus. Most vessels of a certain size are equipped with a pelorus. Frequent use of the pelorus helps to maintain situational awareness and being a completely passive device, it is not dependent on receiving an electronic signal of any kind. Only an acceptable level of visibility is required. And it can provide a manual check on any automated ship’s systems such as a GNSS receiver.
However, determining position fixes using a pelorus and a paper chart is laborious and time consuming and it is cumbersome to manually add lines of position to an electronic chart. What is needed is an electronic pelorus, which measures bearings electronically and automatically generates a line of position on an electronic chart.
The General Lighthouse Authorities of the United Kingdom and Ireland, the agencies responsible for aids to navigation in the U.K. and Ireland, have developed such an instrument. Dubbed the BinoNav, it is poised to become a useful tool in any mariner’s toolbox of resilient PNT systems and in this month’s column, we learn about its genesis, how it works, and the benefits it brings to position fixing at sea.
The overreliance on GNSS is well known and widely publicized. While GNSS is generally available, concerns remain on how maritime operations, and safe navigation in particular, are affected should GNSS not be usable, or become denied for any reason.
The General Lighthouse Authorities of the United Kingdom and Ireland (GLA) have been working on resilient positioning, navigation and timing (PNT) for many years. This work has included a comprehensive review of different potential solutions and their availability. One option proposed is the development of a ship-based positioning system that makes use of a modernized pelorus to work with a modern bridge.
Pelorus systems work by providing bearings from fixed positions, normally on the vessel bridge wings, to specific targets visible to the mariner and identified on the navigation chart. By taking several bearings in quick succession, intersecting lines can be drawn on the navigation chart, providing a position estimation. Clearly, there are limitations to this approach — these are explored within this article, but can be summarized as:
Automation. The time taken to measure the bearings can limit the achieved accuracy.
Visibility. Performance is limited by the mariner’s ability to see unique targets.
Paperless bridges. Many vessel bridges are moving away from paper, limiting the mariner’s ability to take bearings and plot them.
e-Navigation. More bridge systems require electronic values of latitude and longitude.
In an attempt to resolve most of these limitations, the GLA has been working on the development of an enhanced pelorus, or ePelorus, with its name registered to the Research and Radionavigation Directorate (R&RNAV) as BinoNav.
Prototype BinoNav systems have been developed and installed on all GLA vessels for trial. They enable the navigator to take visual bearings to known targets, from anywhere on the bridge using a handheld device — they are no longer confined to the bridge wings and targeting port or starboard objects.
Measured bearings are automatically registered and drawn on an electronic chart. Multiple bearings can then be made with ease, each of which is displayed on the chart and the intersecting “cocked-hat” position (to be discussed later), calculated automatically. This information can then be used to feed other bridge systems and confirm the vessel’s position.
In this article, I will provide a comprehensive overview of the BinoNav system, provide the results of initial trials and explain the planned development of the proposed resilient PNT solution.
e-NAVIGATION
Much has been written about e-Navigation elsewhere, but briefly, it is the International Maritime Organization’s (IMO’s) concept for the future of navigation, instigated by the U.K. Department for Transport in 2004. It will lead to the integration of systems and data — for the exchange of relevant geolocated information — faster and more cost effectively, and it will do this in the context of larger, faster vessels operating in ever more constricting shipping lanes and increasing offshore obstacles such as renewable energy infrastructure as well as the legacy of non-renewable energy infrastructure.
e-Navigation is designed to enhance safety of life for the mariner, improve protection of the environment, and increase energy efficiency in terms of shorter routing for fuel-efficient shipping. Moreover, it will allow more effective use of resources and integration across transport modes, including the more effective provision of integrated port operations.
Since its inception in 2004, development and delivery of e-Navigation services has been slow. Even now, some 14 years later, only a few prototype projects have delivered anything like what was anticipated in the original e-Navigation vision. This sluggishness has been caused by minimal leadership and drive from the IMO.
Despite this, some initiatives have been successfully delivered on a local or regional basis. These initiatives have come largely through projects such as Accessibility for Shipping, Efficiency Advantages and Sustainability (ACCSEAS), Efficient Safe and Sustainable Traffic at Sea (EfficienSea) 1 & 2, Motorways and Electronic Navigation by Intelligence at Sea (MonaLisa) 1 & 2, and Sea Traffic Management (a MonaLisa project), all of which have been supported by funding from the European Union.
Resiliency in PNT has been identified by the IMO as a lead area in the delivery of e-Navigation, and all these projects have used resilient PNT as the basis of what they have delivered.
REQUIREMENT FOR RESILIENT PNT
FIGURE 1. Ships’ systems affected by GPS jamming. (Data: Author)
It is now well recognized that all GNSS are vulnerable to interference, whether these interferers are from natural causes such as space weather or from synthetic sources such as jamming or spoofing devices. GNSS receiving units and satellite failures also occur. There are many examples of each of these problems affecting GNSS worldwide.
Resilient PNT information is needed to ensure continuity of maritime operations and safe navigation — especially for e-Navigation, management of sea traffic, and autonomous vessels.
GPS jamming trials were conducted by GLA’s R&RNAV in 1994, 2008, 2009 and 2012. These trials showed the real-time vulnerability of maritime systems to jamming. They identified that many ships’ systems were affected by GPS jamming. However, some systems we did not expect to be affected actually were (see Figure 1). Devices such as the helicopter-deck stabilization system and the ship’s gyrocompass are good examples.
GLA Work on Resilient PNT. GLA, through R&RNAV, has conducted a program of work that has looked at the issues of GNSS vulnerability and what they can do about it through a series of studies. These have looked at a number of systems such as
enhanced Loran, absolute radar positioning (two different methods)
ranging mode or R-mode, which is the use of ranging signals from existing marine infrastructure (two different methods)
signals of opportunity (many methods)
hybrid systems
dead reckoning
inertial
other on-board systems.
The timeline for the introduction of some of these systems into operational use, as well as current and new GNSS, can be seen in Figure 2. This article deals with equipment that falls into the “other on-board systems” category.
FIGURE 2. Timeline for resilient PNT (GNSS and complementary systems). (Diagram: Author)
A DRIVER FOR OPTICAL NAVIGATION SYSTEMS
The need for new optical navigation systems has been driven by a number of marine incidents, one of which I will discuss in detail.
MV Tricolor Incident. On Dec. 14, 2002, in early morning thick fog, on its way from Zeebrugge to Southampton, the MV Tricolor, with a load of almost 3,000 BMW, Volvo and Saab cars, collided with a Bahamian-flagged container ship named Kariba, about 20 miles north of the French coast in the Dover Strait Traffic Separation Scheme.
Albeit damaged above the water line, the Kariba could continue, while the MV Tricolor remained wedged on her side in 30 meters of water in a busy area of navigation. No lives were lost and the crew were rescued by the Kariba and a tugboat. Nevertheless, approximately 2,862 cars and 77 units of cargo, consisting mainly of tractors and crane parts, could not be salvaged.
The shipping lane, being the busiest in the world, was marked by buoys and guarded by the French police vessel Glaive and HMS Anglesey, thereby warning other vessels of the MV Tricolor’s presence. Despite the marking and patrolling, only two days later a cargo ship, Nicola, followed by another vessel, Vicky (carrying 70,000 tonnes of highly flammable gas oil) collided with the wreck of the Tricolor, after failing to heed several French naval warnings. In between the two further collisions, more buoyage and patrol vessels were deployed. On Jan. 22, a third accident happened when a salvage tug knocked a safety valve off the Tricolor, resulting in a massive oil spill.
Besides the heavy economic losses, including the estimated operation cost of around £25M (roughly $40M), the incident caused massive marine pollution and environmental contamination by spilling large quantities of oil. The Royal Society for the Protection of Birds estimated more than 1,000 birds were found dead or damaged by oil spilled from Tricolor.
Why Did It Happen? The incident was blamed on declining professional standards among seafarers, which was leading to scores of near misses in the area every day. Indeed, Andrew Linnington of the National Union of Marine Aviation and Shipping Transport Officers is quoted as saying that ship owners had been cutting costs by reducing use of deep-sea pilots to guide vessels through the world’s most crowded shipping lanes. Ships were increasingly crewed by one trained officer and a few poorly paid sailors from parts of the developing world.
“We know of at least four cases in the past year of ships going the wrong way in shipping lanes against the flow of traffic,” Linnington said. “Complaints are made to the states where the ships are registered, but they are often small countries used as flags of convenience and don’t have the resources to take action.”
It is clear from the incident and the ensuing investigation that navigators were not looking out the window, despite various radio navigation warnings and other methods, not the least of which was deploying wreck-marking buoys and virtual aids to navigation.
A very good way of mitigating the failure of any navigation system is by using reversionary methods of navigation, like looking out the window! This was a big driver in the GLA development of the BinoNav.
WHAT IS BINONAV?
FIGURE 3. A pelorus. (Photo: Author)
BinoNav is an electronic pelorus. A pelorus is a device that is completely independent of any other system or electronic position fixing system (EPFS), and this is important for providing resiliency.
Pelorus. A standard pelorus (see Figure 3) is used to take relative (to the vessel’s head) bearings to charted objects in the vicinity. The navigator then draws a line on the relevant navigation chart through the charted object. It is clear now that the vessel lies somewhere on this “line of position” from the charted object. This process is then repeated several times using different charted objects, with a minimum of three iterations.
This process then creates a “cocked hat” (a triangle in the case of three lines of position) generated from the intersection of the lines. Accounting for systematic errors, the vessel should lie somewhere within this cocked hat (see Figure 4 for an example).
This process is laborious and time consuming, but it does have the advantage of getting the navigator to look at real features outside the vessel — not just a red line on an electronic chart that they follow without question.
FIGURE 4. An example of positioning using a pelorus. (Chart: Author)
What about Electronic Chart Display? Electronic Chart Display and Information Systems (ECDISs) are excellent, when used correctly, and have driven innovation in the shipping industry. However, they do have disadvantages: If you are using a pelorus, you cannot very easily draw on a screen. You can generate an electronic bearing line (EBL) on an ECDIS, but it is a very long, convoluted way of providing a position not derived from an EPFS, such as a GNSS fix.
Any system that needs to generate an EBL on an ECDIS needs to do it electronically. Moreover, it needs to do this without having to rely on GNSS for position or time to avoid the issues of GNSS vulnerability: it should be completely independent. It should also be able to carry out optical to electronic integration to ensure that the mariner is looking out the window. Another GLA requirement was that it should be relatively low cost to make and distribute to enable take up across all users. So the idea of BinoNav was born. BinoNav fulfills all these criteria easily, intuitively and quickly, updating the electronic position of the vessel. Furthermore, with its wireless connection, bearings can be taken anywhere on the bridge of a vessel.
BINONAV FEATURES
In this section, I will describe the BinoNav and how it is used.
FIGURE 5. The BinoNav configuration. (Photo: Author)
Easy to Use. BinoNav comprises two parts: the “Bino” unit, which is a modified pair of binoculars, and a “base” unit that performs the communication link between the Bino unit and the electronic chart. Pick up the Bino unit from the base unit (see Figure 5 for overall configuration of the BinoNav).
Line up the graticule inside the Bino unit with a charted feature of use, press either of the buttons to automatically generate a line on the displayed electronic chart, which is relative to the ship’s head. As with a standard pelorus, one needs at least another two of these EBLs to generate a cocked-hat position on the electronic chart. Using either the touch screen or the mouse, “hover” over the cocked hat to generate a triangle. Now, right click to drop a marker at the center of the cocked-hat position and delete all lines. Once the vessel has moved (and dictated by the operating environment at the time), this process can be repeated. When two or more of the markers have been dropped, a line is drawn between the marks, thereby showing a track on the chart.
Features. From the use of the BinoNav unit as described above, a track is produced on an electronic chart that is not derived from an EPFS. This is important as it shows the integration of visual navigation into e-Navigation, something which e-Navigation has tried to do from the very beginning, as described by Brian Wadsworth in his earliest vision of e-Navigation (see Further Reading).
Another feature of BinoNav is “radar mode” for charted feature recognition. This feature draws a continuously moving line on the display that points at the position relative to the ship’s head. This is useful for the recognition of charted features when in unfamiliar territory.
The BinoNav is very easy to install, with only a connection for power and a connection for a suitable National Marine Electronics Association (NMEA) protocol data feed for heading. Many of its electronic components are available off the shelf and are widely available commercially with bespoke printed circuit boards. Some modification to the binocular unit has been necessary, with the addition of a bespoke unit, which links to the base unit for both orientation measurement and power when the unit is docked. The binoculars are readily available for around $500. The gyros incorporated in both the base unit and the binocular unit are high-grade microelectromechanical systems (MEMS) devices giving an angular resolution of 0.25-0.5 degrees, similar to that of a standard pelorus.
Currently, the BinoNav is 3D-printed, which allows for the quick production of one-off units. However, this approach is clearly not a suitable solution for long production runs and would require a different method of production.
FIGURE 6. The BinoNav installation on THV Alert. (Photo: Author)
Something for the Future. R&RNAV has received a lot of interest in the BinoNav not only from our own mariners, but also from a variety of influencers in the maritime world. We have had a great deal of positive feedback on potential improvements and additional features that we plan to develop.
We will also seek to gain approvals through IMO and the International Electrotechnical Commission to integrate BinoNav with ECDIS, so there will be no need for separate displays (unless being used on non-SOLAS vessels; that is, ones to which the International Convention for the Safety of Life at Sea does not apply.)
CURRENT GLA INSTALLATIONS
FIGURE 7. Using the BinoNav on ILV Granuaile. (Photo: Author)
The BinoNav has been installed on all six GLA vessels: ILV (Irish Lights Vessel) Granuaile, NVL (Northern Lighthouse Vessel) Pharos, NVL Pole Star, THV (Trinity House Vessel) Alert, THV Galatea and THV Patricia. The installation on Alert is shown in Figure 6 and BinoNav use on Granuaile is shown in Figure 7.
CONCLUSIONS
The key points made in this article can be summarized as follows:
e-Navigation is based on the premise of electronic navigation from “berth to berth.”
Many accidents happen because crews do not look out the window.
There is a need for electronic positioning from non-GNSS sources.
The BinoNav integrates visual navigation and electronic navigation through an ECDIS.
The BinoNav provides an independent verification of position with or without EPFS.
INTELLECTUAL PROPERTY
BinoNav is a registered trade mark and carries unregistered design rights. BinoNav has patents pending.
ACKNOWLEDGMENTS
The author thanks the masters, officers and crews of all the GLA vessels for their help and for the benefit of their experience throughout the whole process of the BinoNav development. Special thanks go to those who helped during the various development trials on ILV Granuaile and THV Alert prior to the mainstream installations.
This article is based on the paper “BinoNav® – A New Positioning System for Maritime” presented at ION GNSS+ 2018, the 31st International Technical Meeting of the Satellite Division of The Institute of Navigation, Miami, Florida, Sept. 24–28, 2018.
MARTIN BRANSBY is the head of the Research and Radionavigation Directorate at the General Lighthouse Authorities of the UK and Ireland, stationed in Harwich, Essex. He is responsible for the delivery of its program portfolio in research and development in technically diverse areas such as resilient PNT, e-Navigation, GNSS, Automatic Identification System (AIS) and visual signaling. He is a fellow of the Royal Institute of Navigation, and holds memberships in the Institute of Engineering and Technology and The Institute of Navigation. He is also a member of the International Association of Marine Aids to Navigation and Lighthouse Authorities’ AtoN (Aid to Navigation) Requirements and Management Committee.
FURTHER READING
Author’s Conference Paper
“BinoNav® – A New Positioning System for Maritime” by M. Bransby in Proceedings of ION GNSS+ 2018, the 31st International Technical Meeting of the Satellite Division of The Institute of Navigation, Miami, Florida, Sept. 24–28, 2018, pp. 1728–1735.
“Marine eNavigation: An Orientation Paper” by B. Wadsworth, document WEND9-INF4, presented to the 9th meeting of the International Hydrographic Organization World-wide Electronic Navigational Chart Database (WEND) Committee, Monaco, April 7–8, 2005.
“The Impact of GPS Jamming on the Safety of Navigation” by S. Basker, A. Grant, P. Williams and N. Ward, presented at the 48th meeting of the Civil GPS Service Interface Committee, Savannah, Georgia, Sept. 15–16, 2008.
A roundup of recent products in the GNSS and inertial positioning industry from the November 2018 issue of GPS World magazine.
OEM
Simulator signals
GPS L5 and Galileo E5 added to simulator
Photo: Rohde & Schwarz
Rohde & Schwarz has added GPS L5 and Galileo E5 simulation capabilities to its R&S SMW200A GNSS simulator. The R&S SMW200A GNSS simulator is designed for efficient test and characterization of multi-constellation and multi-frequency GNSS receivers. It now enables generation of complex and highly realistic test scenarios with up to 144 channels in the GNSS frequency bands L1, L2 and L5. In addition to GPS (L1/L2/L5), GLONASS (L1/L2), Galileo (E1/E5) and BeiDou (L1/L2), the R&S SMW200A also supports signal generation for QZSS and SBAS on L1. Channels can be routed to up to four RF outputs, so that even multi-antenna systems can be tested. The R&S SMW200A can generate complex coexistence and interference scenarios with multiple interferers.
The BlueSky GNSS Firewall enables critical infrastructure providers to harden the security of their operations from GPS threats and deliver a more reliable and secure service. The security-hardened system provides protection against GPS threats such as jamming, spoofing and complete outage. It also supports a range of precision timing technologies, including atomic clocks, to enable continuous operation when GPS may be completely denied for extended periods. The TimePictra software management suite provides centralized control and visibility of GPS reception across regional, national and global geographic areas. It can incorporate an optional internal miniature atomic clock.
For reference deployments, CORS networks and monitoring
The VeraChoke GNSS antenna. (Photo: Tallysman)
The VeraChoke is a high-accuracy choke ring antenna with a choice in form factor for reference and monitoring applications. The VC6100, the first model variant of the VeraChoke, shares a common high-efficiency element design with its counterpart VeraPhase. With the choke-style form-factor, however, the rings have been optimized for all GNSS signals and are slightly pyramidal in shape to improve reception of low-elevation satellites. The VC6100 offers a tight phase center variation (PCV) of no more than ±1 mm for every frequency. It is capable of receiving all GNSS signals, and achieves a very low axial ratio. The antenna also supports large and small SCIGN radomes.
Duro Inertial is a ruggedized version of Swift Navigation’s Piksi Multi dual-frequency real-time kinematic (RTK) GNSS receiver combined with Carnegie Robotics’ SmoothPose sensor fusion algorithm, which fuses GNSS and inertial measurements into a combined solution. The blending of GNSS and inertial measurements provides a dead-reckoning capability that allows Duro Inertial to provide a highly accurate, continuous position solution during brief GNSS outages and to deliver a robust precision navigation solution in harsh GNSS environments.
The durable Instinct has GNSS; three-axis compass; barometric altimeter; and wrist-based heart-rate sensor. The watch includes a built-in sports apps, smart connectivity and wellness data. It is built to endure challenging environments, and is constructed to military standards for thermal, shock and water resistance. The multi-GNSS feature helps users track their location in challenging environments, while the Garmin Explore app helps plan and track a trip.
The Navsight Land & Air Solution provides high-performance inertial navigation to make surveyors’ mobile data collection easier, whether for mobile mapping, GIS or road inspection. The solution consists of an inertial measurement unit (IMU), available at two different performance levels, connected to Navsight, a rugged processing unit embedding fusion intelligence and a GNSS receiver. It also has connections for external equipment such as lidar, cameras or computer. SBG’s fusion algorithms allow the company to get the best performance from inertial, odometer and GNSS technologies; exclude false GNSS fixes; and improve the trajectory in complicated areas such as urban canyons, forests and tunnels. The solution supports all GNSS constellations, and real-time kinematic (RTK) and precise point positioning services such as Omnistar and TerraStar.
iSTAR Pulsar is designed to capture 360-degree data while mounted on a vehicle, drone or on foot. An upcoming feature in cloud-based processing software VR.WORLD uses artificial intelligence and image recognition to analyze the images captured by iSTAR Pulsar so that objects like cars, trucks, traffic lights, road signs, pedestrians and cyclists can be automatically identified in images. Handheld 3D mobile mapping company GeoSLAM and mobile mapping software company Orbit GT have introduced integration with iSTAR Pulsar.
The SMART7 family features NovAtel’s GNSS + inertial navigation system (INS) SPAN technology; future-ready GNSS; Wi-Fi and internet protocol connectivity; superior tracking performance; and TerraStar-C PRO corrections. It is designed to increase GNSS availability, accuracy and reliability for major precision-agriculture equipment manufacturers. The SMART7-S includes SPAN technology, the SMART7-W includes Wi-Fi and an integrated NTRIP client, and the SMART7-I model also incorporates Ethernet. All SMART7 models provide exceptional positioning availability using signals from all constellations and frequencies to deliver assured positioning anywhere.
The DT301X rugged military-grade tablet is purpose-built to enhance the precision of 3D surveying, crime and crash scene reconstruction, and bridge and other construction inspections. An option is a dual-frequency GNSS module for real-time mapping and positioning. The tablet integrates the Intel RealSense depth camera, which provides real-time 3D imaging providing accurate measurements for CAD, engineering, design, utility management and crime-scene forensics. A high brightness 10.1-inch touchscreen offers flexible viewing in a wide range of lighting, and an Intel eighth-generation Core i5 or i7 processor offers high-performance while still being energy efficient. With high-capacity 60- or 90-watt hot-swappable batteries, the DT301X keeps working continuously, complemented with a variety of battery chargers so fully charged batteries are always available.
The Cedar CP3 rugged smartphone is capable of data collection and communication. It has a high-visibility 5.5-inch AMOLED display; 14- to 16-hour battery life operating at full brightness and running GPS; 16-megapixel user-facing camera and dual 12-megapixel rear camera; and 6 gigabytes of RAM with 64 gigabytes of internal storage.
Parachute rescue system DRS-5 is designed for multicopters up to 8 kg; the DRS-10 for multicopters weighing 5–20 kg. The system consists of a carbon cage in which the parachute is stored as well as associated electronics. The electronics, including the sensors, monitor the flight status of a drone independent of the flight controller. A sophisticated algorithm merges this sensor data, enabling automatic crash detection and parachute ejection. All flight data and movements are recorded in a black box.
PrecisionPass assesses UAV data collected in the field. The toolkit lets pilots quickly determine if a data-collection job meets the required criteria or if it needs to be collected again. PrecisionPass assesses coverage, assesses image resolution and quality, reviews required metadata, speeds upload and processing times, and packages data for processing. The immediate feedback reduces the risk of failures during the analysis stage, all but eliminating the need to re-fly a mission, so customer needs are met in a timely and cost-efficient manner.
The Skyfish computing platform fully automates crucial infrastructure inspection and measurement tasks. It supports DJI and PixHawk flight controllers and other drone architectures, as well as 3D modeling software from companies such as Bentley Systems. Its easy-to-use interface enables anyone to fly, inspect and model complex infrastructure. The platform also pre-processes the collected infrastructure data and metadata to help create impeccable 3D models.
OpenIMU is a professionally supported, open-source GPS/GNSS-aided inertial navigation software stack for low-cost precise navigation applications. Integrating an inertial measurement unit (IMU)-based sensor network improves navigation and self-location capabilities. It is aimed at developing autonomously guided vehicles for industrial applications, autonomous cars, industrial robots and drones. OpenIMU enables advanced localization and navigation algorithm solutions; its extensible software infrastructure provides the code needed for algorithm development. A hardware development kit includes JTAG-pod, precision mount fixture, EVB and an OpenIMU300 module that features Aceinna’s 5 deg/hr, 9-Axis gyro, accelerometer and magnetometer sensor suite with an onboard 180-MHz ARM Coretex floating-point CPU.
The Teseo-LIV3F module incorporates the Teseo III receiver. It speeds application development and adds up to 16 MB of Flash memory for firmware updating or data logging without a backup battery. Used by automotive and industrial sectors, the Teseo III multi-constellation receiver combines high accuracy with fast response time and low power consumption. The Teseo-LIV3F module enables makers and small engineering teams to leverage the Teseo III advantages in creating new products in the industrial and consumer market segments such as vehicle trackers, drones, anti-theft devices and pet locators, and systems for services such as fleet-management, tolling, vehicle sharing or public transportation.
Audi’s latest e-tron electric car will launch in Europe with a digital rear-view system. Developed by Ficosa, the camera monitoring system is made up of cameras and displays that replace traditional external side mirrors to increase safety and comfort. The vision system is comprised of two cameras, integrated into the sides of the car’s chassis, and two tactile displays inside the doors.
KuRFS radars address urgent operational need against drone threats.
The U.S. Army awarded Raytheon Company a $191 million contract for Ku-band radio frequency radars. KuRFS, an advanced electronically scanned array system, fills an immediate U.S. Army operational need for a counter-unmanned aerial vehicle radar, Raytheon said.
Already deployed, KuRFS delivers precision fire control as well as “sense and warn” capability for multiple missions including detection of swarming UAS threats, as well as rocket, artillery and mortar threats.
Raytheon’s KuRFS radar. (Photo: Raytheon)
“Seeing threats — like swarming drones — as soon as possible on the battlefield is essential to protecting critical assets and saving soldiers’ lives,” said Andrew Hajek, senior director of tactical radars at Raytheon Integrated Defense Systems. “KuRFS makes this possible by delivering a unique combination 360-degree situational awareness, precision and mobility.”
KuRFS enables defense against multiple threat types through integration with the Land-Based Phalanx Weapon System, 50-caliber guns and 30-mm cannons. The radar also supports high-energy laser and the Coyote weapon system in both a ground-mounted or vehicle-mounted configuration, Raytheon said.
Raytheon’ KuRFS is able to quickly address the urgent needs of the army through a model of rapid-turn development and deployment, the company added. This reduces time to fielding, while providing enhanced flexibility to adapt to a quickly-changing threat environment in the drone space.
China has launched its first geostationary satellite for the BeiDou constellation, according to press reports.
The successful launch of satellite G1Q took place at 15:57 UTC on Nov. 1 from the LC2 Launch Complex of the Xichang Satellite Launch Center, Sichuan province, using a Long March-3B/G2 (Chang Zheng-3B/G2) launch vehicle.
Beidou-3G satellites are the geostationary Earth orbit (GEO) component of the third phase of the Chinese Beidou satellite navigation system. The GEO satellites will be in high orbit, about 36,000 kilometers above the Earth, following the Earth’s rotation to view the same point on Earth continuously.
In addition to navigation services, the satellite will serve as a satellite-based augmentation system (SBAS) and provide short message services (Research Data Shared Service, RDSS).
The G1Q satellite is the 17th BeiDou-3 satellite and the 41st overall BeiDou satellite. Another pair of BeiDou-3 medium Earth orbit (MEO) satellites, M17 and M18, will be launched in mid-November.
The recent BeiDou launches will expand the system to global navigation coverage.
The G1Q satellite is based on the DFH-3B bus that features a phased array antenna for navigation signals and a laser retroreflector, and also is equipped with an apogee propulsion system for final orbit insertion. The satellite has a launch mass of about 4,600 kg.
