Category: Applications

  • Live from AUVSI’s Unmanned Systems 2015

    AUVSI-show-floor-O

    The Geospatial Solutions staff is reporting live from Unmanned Systems 2015, held May 4-7 in Atlanta. The event convenes the global community of commercial and defense leaders in intelligent robotics, drones and unmanned systems, hosted by AUVSI.

    unmannedsystems2015_logoCheck back throughout the week for event updates, including news, photos, videos, tweets and more.

    NEWS

     Geodetics Teams with Velodyne for Real-Time Mobile Mapping Systems (5/7)

    FAA, Industry Partners Launch Pathfinder Program to Define UAV Integration into Airspace (5/6)

    Model Plane Fliers to Get Real-Time, Location-Based Flight Safety Info (5/6)

    AUVSI Announces Rebrand of Annual Trade Show (5/6)

    Avyon Offers Precision Mapping for Microdrones md4 Fleet from Applanix (5/5)

    Trimble Expands UAS Portfolio for Aerial Imaging with Multirotor Partnership (5/5)

    Drone Aviation to Provide Imaging, Surveillance Aerial System for Defense (5/5)

    SenseFly Launches Intelligent Mapping and Inspection Drone (5/5)

    Exelis Showcases CorvusEye 1500 Analytics at Unmanned Systems 2015 (5/5)

    CEA Research: UAS Could Reach 1M U.S. Flights a Day in 20 Years (5/5)

    Optech to Exhibit LiDAR, Imaging for UAVs at AUVSI (5/1)

    UASUSA Debuts Payload Upgrades at Unmanned Systems (4/30)

    UAV Solutions Displays New Fixed-Wing UAS at AUVSI Show (4/28)

    ENSCO Demos UAS Training Solution at Unmanned Systems (4/21)

    AUVSI Unmanned Systems Offers Demonstrations, Exhibits (4/15)

    FAA Grants 30 More Commercial UAS Exemptions (4/8)

    DroneDeploy Announces Partnership with DJI, New Mobile App (4/6)

    VIDEO PLAYLIST

    PHOTOS

    TWEETS

    Media: Geospatial Solutions

  • Expert Advice: Sensor Fusion for Highly Automated Driving

    High-Precision GNSS Needs Help for Continuous Localization Reliability

    By Siamak Akhlaghi

    Automotive safety and comfort functions, known as Advanced Driver Assistance Systems (ADAS), have become an essential part of modern vehicles. These functions assist drivers in the driving process, providing capabilities such as adaptive cruise control or highway driving mode. To achieve a desired level of performance, the position of the vehicle must be known. Precise positioning supports the vehicle’s systems with planning, executing and monitoring of a particular maneuver.

    Position determination, or localization, is the estimation of the location, heading, velocity and acceleration of a vehicle with respect to a fixed coordinate system. High-precision GNSS provides an excellent, worldwide, absolute position reference for localization. However, GNSS technology alone has limitations that must be overcome to make it suitable for use in autonomous systems. For instance, GNSS signals may become blocked or lost due to: obstructions such as in urban canyon or tunnels; multipath, where signals are reflected off the vehicle body; or signal interference from other RF signal sources.

    Siamak Akhlaghi
    Siamak Akhlaghi

    GNSS correction data and data from other sensors on the vehicle can be used to improve the accuracy and reliability of the vehicle localization solution both globally and with respect to the local environment. To achieve the localization performance, accuracy and integrity required for autonomous vehicles, a multi-system, sensor fusion approach seems to be the most promising. Localization systems will require absolute positioning references like precision GNSS as well as local or relative positioning inputs from inertial sensors, odometers, radar, LiDAR, cameras, infrared and ultrasound sensors. It is clear that no single technology will make highly automated driving possible. Rather, the fusion of the entire vehicle’s sensing technologies will provide the localization accuracy and reliability required.

    Achieving Accuracy and Reliability with GNSS

    GNSS has revolutionized localization in many applications, from precision survey to agricultural guidance. For autonomous driving applications, localization accuracy of 30 centimeters (cm) or less is required. The single-frequency, auto-grade GNSS receivers that have been used in vehicles up to now cannot achieve this level of accuracy. Multi-frequency GNSS receivers utilizing Precise Point Positioning (PPP) correction techniques can achieve accuracies better than 10 cm. PPP algorithms combine GNSS satellite clock and orbit correction data from a global reference station network with high precision GNSS receiver satellite observations to yield robust sub-decimeter positioning without the need for local base stations. Since the PPP corrections can be delivered via satellite, the solution is ideal for highly automated driving where communications infrastructure is costly and in some areas may not be available. Recent advances in PPP techniques provide robust positioning and the ability to quickly regain full accuracy following a temporary loss of GNSS signals, for instance under foliage or highway overpasses.

    Figure 1. High precision / localization with sensor fusion.
    Figure 1. High-precision / localization with sensor fusion.

    Sensor Fusion

    Occasional instantaneous irregularities and temporary outages of GNSS can be compensated for by incorporating measurements of the vehicle motion from inertial sensors mounted in the vehicle. An advantage of a tightly coupled GNSS-inertial solution is that the low frequency errors inherent to inertial sensors can be compensated for and removed from the solution. As a result, sensor fusion algorithms provide a highly robust and stable localization solution at data rates as high as 200 Hz. Other sensors in the vehicle, such as odometers, cameras or LiDAR, can also give information about the relative motion of the vehicle and can add to the redundancy, reliability and stability of the localization solution.

    Figure 2. With a tightly coupled GNSS-inertial solution, low-frequency errors can be removed from the localization solution. The brown dots are the GNSS solution, the blue dots are the inertial solution, and the combined colors represent the tightly coupled solution.
    Figure 2. With a tightly coupled GNSS-inertial solution, low-frequency errors can be removed from the localization solution. The brown dots are the GNSS solution, the blue dots are the inertial solution, and the combined colors represent the tightly coupled solution.

    High-Precision GNSS Antenna

    Antennas play a critical role in achieving precise localization with GNSS. While GNSS antenna requirements differ depending on the application, ideally the antenna should receive only signals above the horizon, have a known and stable phase center that is co-located with the geometrical center of the antenna, and have perfect circular polarization characteristics to maximize the reception of the incoming signals. Highly automated driving applications demand high performance as well as compact size and strong interference rejection. Achieving the required performance amidst these challenging constraints will require innovative new GNSS antenna designs.

    Autonomous driving will be a reality in the not-too-distant future. Innovation in the suite of sensors and fusion algorithms used for solving the localization challenge will be paramount to making safe and reliable autonomous vehicles. Further, innovation developed for automotive autonomy will support new autonomous vehicle applications in other segments.

    High-precision antennas are key.
    High-precision antennas are key.

    Siamak Akhlaghi is segment manager for Autonomous Systems at NovAtel. He has 20 years of professional experience working for high-tech sectors with broad experience in inertial sensors and navigation systems.

  • TopoDrone-100 Captures Near Infrared Mapping Data

    DroneMetrexNIRfarm

    DroneMetrex has captured high-quality near-infrared (NIR) mapping data with its TopoDrone-100 UAV. DroneMetrex said in a news release that this is the first time such high quality NIR imagery has been captured by a UAV.

    High-quality NIR data is a tool to detect chlorophyll. Because chlorophyll is emitted by all vegetation to various degrees, experts from land and forest departments, agronomists, vignerons and pastoralists will be able to discriminate between health and vigor of vegetation and between different types of vegetation. The data collected helps determine vegetation stress, disease, pest infection, irrigation faults and nutrient variations.

    “We say ‘unique high-quality mapping’ because the data are both radiometrically and geometrically unparalleled from a drone,” said Thomas Tadrowski, managing director of DroneMetrex. “From the one-flight sortie, TopoDrone-100 users are able to perform vegetation analysis mapping as well as accurate 3D contours/DTM mapping. The pixel resolution is unsurpassed. The data geometry is unsurpassed. The radiometric mapping is unsurpassed.”

    DroneMetrex offers its Extended Spectrum Mapping (ESM) camera modification as an option with the TopoDrone-100. After ESM modification, the camera is supplied with three external screw-on lens filters. Simultaneously using the NIR filter and a high-accuracy L1/L2/L5/GLONASS/COMPASS (BeiDou-2) PPK direct georeferencing solution, the TopoDrone-100 captures three-band imagery, with the near-infrared band recording unparalleled radiometric quality and chlorophyll discrimination.

    The high radiometric quality is achieved because DroneMetrex specialists perform the necessary camera modifications themselves, and have designed the external filters specifically to match the requirements of accurate, discriminative vegetation mapping, DroneMetrex said.

    DroneMetrexVeg01NIR
    Burnt vegetation.
    DroneMetrexBurntVeg01NDVI
    Burnt vegetation NIR.
  • TomTom’s New Devices Have Lifetime Maps, Speed Cameras

    TomTom’s New Devices Have Lifetime Maps, Speed Cameras

    TomTom is introducing Lifetime World Maps and Lifetime Speed Cameras to drivers with the launch of four new TomTom navigation devices.
    TomTom is introducing Lifetime World Maps and Lifetime Speed Cameras to drivers with the launch of four new TomTom navigation devices.

    TomTom is introducing Lifetime World Maps and Lifetime Speed Cameras to drivers with the launch of new TomTom navigation devices. Lifetime World Maps allow people to drive with maps from around the world at no extra cost, for the lifetime of their TomTom GO device2. Lifetime Speed Cameras let drivers know the locations of all speed cameras — both fixed and mobile, also for the lifetime of the device.

    The TomTom GO 510, 610, 5100 and 6100 feature a fully interactive screen to pinch, zoom and swipe — as well as a rich user interface, simplified user interaction, 3D Maps and a Click & Go mount. Drivers can also choose between a 5-inch or a 6-inch screen size, TomTom said. The new TomTom GO devices also include “Drive Home” and “Drive to Work” buttons in the main menu, for faster, simpler navigation.

    TomTom GO devices combine real-time traffic information with routing technology, to always offer drivers the fastest route available. TomTom Traffic covers all mapped roads and combines data from millions of data sources, from all over the world, to deliver traffic information so accurate that, with each new update, it can pinpoint the start and end of a traffic jam, precisely, down to 10 meters.

    “With the addition of Lifetime World Maps and Lifetime Speed Cameras to our new TomTom GO devices, we’re offering the most comprehensive package to drivers that we’ve ever launched,” said Corinne Vigreux, co-founder and managing director, TomTom Consumer. “Our aim is to help you avoid the jams, getting to your destination faster, wherever in the world you might be.”

    Lifetime TomTom Traffic is available via a smartphone connection on the TomTom GO 510 and 610. The TomTom GO 5100 and 6100 offer Lifetime TomTom Traffic via a built-in SIM with unlimited data and roaming at no extra cost.

    The new TomTom navigation devices are compatible with TomTom MyDrive4. For the first time, drivers can use their smartphone, tablet or PC to review real-time traffic information, plan routes, and send destinations to their TomTom GO, before they get in the car. Previously launched TomTom GO devices5 are also compatible with MyDrive though a simple software update. Find out more about TomTom MyDrive here.

    The new TomTom GO devices are now available online and in-store from €199.95.

  • Optech to Exhibit LiDAR, Imaging for UAVs at AUVSI

    Optech Galaxy LiDAR system.
    Optech Galaxy LiDAR system.

    Optech will be exhibiting its latest lidar and imaging solutions at the Unmanned Systems 2015 Conference in Atlanta, Ga., May 4-7, at the Teledyne Booth 2311. Optech’s solutions include a fully implemented lidar/camera workflow for UAV operations, as well as other airborne, mobile and stationary sensors.

    Visitors can drop by the booth to learn more about Optech’s UAV solution, which combines the rugged Optech ILRIS terrestrial laser scanner and the new Optech XR6 photogrammetry small UAV with an integrated software workflow. The solution merges aerial camera imagery from the UAV with high-resolution data from Optech lidar to deliver comprehensive, georeferenced and highly accurate 3D planimetric data. The ILRIS lidar system can also be operated remotely through a web interface.

    For advances in airborne sensing and surveillance using mid-size to larger UAVs, Optech will discuss the features of the compact Optech Galaxy lidar system and its PulseTRAK technology, which ensures a continuous operating envelope and steady point density even in rugged terrain, vastly simplifying mission planning, and eliminating “blind zones” — overcoming a long-standing limitation inherent to lidar sensors lacking PulseTRAK technology. Galaxy is compatible with all Optech mounts for integrating digital metric cameras, enabling clients to customize their solution with the right mix of LiDAR, multispectral, LWIR, MWIR and RGB sensors for their application.

    Optech will also be showcasing the Optech Titan, a commercial multispectral airborne lidar, which accomplishes highly automated land classification using its separate 532, 1064 and 1550 nm laser channels, and performs combined topographic/bathymetric mapping down to a depth of 15 meters in clear conditions.

    Visitors who need rapid coastal monitoring and object detection will be particularly interested in the new Optech CZMIL Nova, Optech’s upgrade of the award-winning CZMIL airborne bathymetric mapper. CZMIL Nova maintains its predecessor’s sensing power, including its unmatched turbid water penetration, while boosting installation flexibility and cost savings with a more efficient laser and much lighter hardware, facilitating operation in smaller aircraft.

  • Topcon GNSS Network Expands to Latin America

    Topcon GNSS Network Expands to Latin America

    Photo: Topcon GNSS

    Topcon Positioning Group is expanding the TopNETlive GNSS reference station network into Latin America. In conjunction with hosting partners, new service will be provided in Mexico, Peru, the Dominican Republic, Bolivia, Guatemala, Colombia and Panama.

    TopNETlive is designed to deliver high-accuracy GNSS correction data to rovers for surveying, construction, GIS mapping and agricultural applications.

    Partners in the Latin America expansion include TTQ of Monterrey, Geomatic Instruments Corporation, Caribbean Positioning System, Mertind, GYFSA and GeoSystem.

    “The growth of the network into Latin America through these strong partnerships clearly demonstrates the Topcon commitment to grow TopNETlive and provide quality service to more positioning professionals globally,” said Jonathan Ball, senior manager for the Topcon network business. “Our hosting partners provide outstanding support, training and service to their customers and the addition of the TopNETlive reference stations will allow them to expand their operations by offering real-time network correction data.”

    Topcon dealers will host TopNETlive throughout the various regions, which include: TTQ of Monterrey for Mexico, Geomatic Instruments Corporation in the Peruvian market, Caribbean Positioning System in the Dominican Republic area, Mertind Ltda in Bolivia, GYFSA in Guatemala, and Columbia-based GeoSystem will host the network throughout Colombia and Panama.

     

  • KVH Receives $1.5M Order for TACNAV Systems

    KVH Receives $1.5M Order for TACNAV Systems

    Credit: U.S. Armed Services.
    Credit: U.S. Armed Services.

    KVH Industries Inc. has received a $1.5 million contract for the delivery of tactical navigation systems for use by an international military customer in an armored vehicle application. A variant of KVH’s TACNAV TLS and TACNAV Light, the system is designed to help military vehicle crews maintain 100% situational awareness. The hardware shipments for this order are expected to be made in 2015. Program management and engineering services will be provided as part of this order.

    “KVH’s TACNAV navigation solution is an important tool for U.S. and allied warfighters, providing precision navigation as well as coordination of vehicles in critical situations,” said Dan Conway, executive vice president of KVH’s guidance and stabilization group. “The system serves as a crucial resource for navigation and battle management, keeping soldiers safe and out of harm’s way wherever they travel. This new order reaffirms the value of KVH’s TACNAV products for international militaries, and adds to our backlog for the year.”

    The TACNAV TLS by KVH Industries.
    The TACNAV TLS by KVH Industries.

    All of KVH’s TACNAV military vehicle navigation systems provide unjammable precision navigation, heading, and pointing data for vehicle drivers, crews and commanders, KVH Industries said. TACNAV can also serve as a heading and position source for situational awareness.

    The TACNAV system ordered combines characteristics of TACNAV TLS and TACNAV Light, and features a compact design, continuous heading and pointing data output, and a flexible architecture that allows it to function as either a standalone navigation module or as the heart of an expanded, multifunctional TACNAV system. The system is designed to integrate with battle management systems and is a vital component for effective battlefield management, KVH Industries said.

    TACNAV systems are in use by the U.S. Army and Marine Corps, as well as many allied customers including Canada, Sweden, Great Britain, France, Germany, Spain, Egypt, Botswana, Australia, New Zealand, Saudi Arabia, Taiwan, Romania, Poland, Turkey, Malaysia, Switzerland, South Korea, Singapore, Brazil and Italy.

  • Protecting Position in Critical Operations

    Jamming Signals Criminal Activity in Intermodal Ports

    By Logan Scott

    More than 25 million containers pass through U.S. intermodal ports every year, with port operations valued at more than $1 billion per day. Measured in 20-foot equivalent units (TEU), the World Bank reports that worldwide, more than 600 million TEU passed through intermodal ports in 2012: 155 million through Chinese ports, 95 million through the EU ports and 43 million through U.S. ports.

    The Port of Long Beach alone handled 6,820,806 TEU in 2014. GPS is a central component of automated port operations, but because GPS is widely used in asset tracking and monitoring, it has also become a target for denial-of-service attacks. If we look to the history of computer security, the initial attacks were mostly nuisances, but as criminals figured out how to monetize attacks, the attacks became more damaging, more sophisticated and more profitable.

    In January, the U.S. Coast Guard held a public meeting on Maritime Cybersecurity Standards at Department of Transportation headquarters in Washington, D.C. Brett Rouzer, chief of Maritime Critical Infrastructure and Key Resources Protection, Coast Guard Cyber Command, described how a major East Coast intermodal shipping facility was degraded by a GPS disruption for more than seven hours. Two ship-to-shore cranes ceased operation due to loss of position, and two others were degraded. Ports are highly automated; ship-to-shore cranes are just one of the container-handling systems critically reliant on GPS. Fully automated ports providing services for unmanned container ships, trucks and trains lie within the realm of feasibility in the near future.

    Rouzer did not specify the motivates for the disruption, how the attack was mounted, or if the shipping facility was even the intended target of the attack (I suspect it was not). Jamming is not a highly selective process, and it can affect numerous unintended targets.

    In June 2014, I reported to the PNT Advisory Board on how every third or fourth truck on Highway 30B near Portland (Oregon) International Airport was radiating at or near the GPS L1 frequency. This highway leads to several nearby Port of Portland intermodal terminals west of the airport. The Federal Bureau of Investigation recently reported that “In 46 reported incidents, the thieves placed one or more GPS jammers in cargo containers with stolen automobiles” (italics mine). High-end automobiles command premium prices in foreign markets and are stolen and shipped out of the country within hours, usually via intermodal container. Active jammers can affect not only the automobile’s GPS tracker, but also trackers on other containers, ship’s navigation systems, straddle carriers and ship-to-shore cranes. Again, jamming is not selective.

    Of particular note as cited above, criminals are beginning to use multiple jammers. Car theft rings are not unique in this. According to the Pharmaceutical Cargo Security Coalition in July 2014, “a tractor and trailer hauling $2 million worth of pharmaceutical products was stolen from a truck stop in Cartersville, Georgia, with the thieves deploying two separate GSM jammers.” The criminal’s motivation is that tracking devices can be hard to find and disable; just because you found one doesn’t mean that there isn’t another. The use of multiple jammers in criminal enterprise is indicative of a threat escalation where bad actors are seeking higher effect. This could lead to higher jamming powers and so on; and also more collateral damage.

    Response

    What is a correct and measured response to threats against navigation and timing? The key is to be on the lookout for emerging threats and to have a flexible response. Early detection usually yields a more effective and lower cost response; witness Ebola and ISIS. Following a public health model would seem to offer better prospects for protecting access to PNT. To this end, I would argue that situational awareness is the first important step.

    One of the most striking comments that Sarah Mahmood (DHS) made at last June’s PNT Advisory Board meeting was about how backup systems are often not activated or used because the GPS receiver fails to recognize that there is a problem. As we move towards resilient PNT architectures, one of the most critical needs is to be able to distinguish good signals from bad signals and act accordingly.

    Most GNSS receivers already have fairly advanced jamming detection capabilities by virtue of having an automatic gain control. Sudden changes in precorrelation input power levels are not normal and can indicate jamming or RF spoofing. Many GNSS receivers, particularly those that go into embedded mobile applications, also have sophisticated spectrum- and temporal-analysis capabilities, used mainly for diagnostic purposes in looking for interference sources from other components of the device. This same capability can be used in detecting and fingerprinting jammers. We already have the smoke alarms; we must amplify their use and visibility to the wider community of GNSS users and beyond.

    Detection

    One notable aspect of the port incident was the duration: more than seven hours. Rapidly finding and disabling the jammer was clearly a problem in this case. The old adage is that to find a stationary source (jammer) you need to be moving, and to find a moving source, you need to be stationary. Trucks and trains entering or leaving a port all pass through gates that can act as a simple chokepoint for detecting and finding active jammers. Properly hardened ship-to-shore cranes and straddle carriers can also act as a chokepoint. Straddle carriers used in moving containers around the yard and between modes could be very good at finding stationary jammers.

    There are numerous relatively low-cost approaches for finding jammers in support of enforcement actions. One additional point: law enforcement officials need to be better educated as to why they should be interested in jammers; jammers point towards a crime much like smoke points to a fire.

    Given the economic criticality of port operations and the concentration of assets (and asset trackers), we may see increased incidence of GPS disruptions. The situation is not critical yet, but it does bear watching. If jamming events increase or it takes too long to find and disable jammers, improved operational resilience will be needed.

    Inertial measurement units are already used in many critical applications, but they don’t offer long-duration capability. They drift. Using adaptive arrays in critical equipments is another possibility, but they are not a panacea. Adaptive arrays are physically large, and standard null-steering approaches are not compatible with RTK processing. Precise positioning systems based on GNSS require specialized antenna-receiver designs to achieve a high level of jam resistance.

    While I strongly believe eLoran is an urgently needed augmentation for resilient wide area navigation, it is not capable of the centimeter-level precision required for machine control, for example ship-to-shore cranes and straddle carriers.

    High-precision local-area positioning systems based on optical systems, RFID and/or Locata-style systems may be the best approach for creating a defense in depth.

    And then there is the cybersecurity question, which I will leave for another day.


    Note: A video of the Coast Guard meeting is on YouTube. Rouzer’s talk starts at 36:30, with the port jamming incident mentioned at 48:51.


    Logan Scott has 35 years of military and civil GPS systems engineering experience. He is a consultant specializing in radio frequency signal processing and waveform design. At Texas Instruments, he pioneered approaches for building high-performance, jamming-resistant digital receivers. He is a co-founder of Lonestar Aerospace, an advanced decision analytics company in Texas. Logan is a Fellow of the Institute of Navigation and holds 37 U.S. patents.

  • Expert Advice: A Leap Second — One More Time!

    Expert Advice: A Leap Second — One More Time!

    From left: Dennis McCarthy, Wayne Hanson, Ronald Beard and William Klepczynski
    From left: Dennis McCarthy, Wayne Hanson, Ronald Beard and William Klepczynski

    By Dennis McCarthy, Wayne Hanson, Ronald Beard and William Klepczynski

    Once again we are going to adjust the world’s clocks by one second. This time it will happen on June 30, when we insert another leap second in Coordinated Universal Time (UTC), the standard international time scale. In theory, all UTC clocks should insert a second labeled 23h 59m 60s (the leap second) following one labeled 23h 59m 59s UTC. This is equivalent to having all of the clocks in the world stop for one second at that time.

    Are you ready for it?

    The last leap second occurred two years ago on June 30, 2012, and the continuation of the process of making these one-second adjustments has stirred a growing controversy over the last few years.

    How did the leap second come about — and why do we continue making these sporadic adjustments?

    From Sun to Caesium

    Historically, it has been easy to make use of the apparently uniform repetition of various astronomical phenomena to measure the passage of time. We’re familiar with the Sun rising and setting, and this regularity provides us a convenient measure of time: the solar day. In recent times until 1960, the average solar day was used as the basis for timekeeping, and if we divide the day into 24 hours, each containing 60 minutes made up of 60 seconds, we can define the second as 1/86,400 of the mean solar day. This meant that the length of the second depended on the Earth’s rate of rotation because it is the rotating Earth that causes the Sun to appear to move across the sky.

    In the mid-1930s, astronomers concluded that the Earth did not rotate uniformly as measured by the most precise clocks then available. This causes the duration of a second to vary as the Earth’s rotation rate varies. We now know that a variety of physical phenomena affect the Earth’s rotational speed, and consequently this definition of a second became impractical for applications that require a truly uniform time scale. So, in 1960, the second was redefined in terms of the Earth’s yearly orbital motion around the Sun. The time scale provided by this astronomical phenomenon was called Ephemeris Time (ET), to call attention to the fact that its realization depended on the conventionally adopted positions and motions (that is, the ephemeris) of the Sun (or Moon) that was used in the analyses of the required astronomical observations. The second defined in this manner was called the Ephemeris second.

    Although Ephemeris Time does provide a more uniform measure of the duration of a second, it is inconvenient to make the necessary astronomical observations that would be required to maintain a practical time scale for applications that demand high precision. So, in 1967, the second was redefined again, this time in terms of the frequency of an energy level transition in the Caesium atom, which had already been calibrated with respect to Ephemeris Time by using astronomical observations of the Moon’s motion. Caesium frequency standards, by the early ’60s, had become known as reliable, uniform, accurate and precise clocks. The second defined in this way provided, and continues to provide, a uniform standard of time that can easily be measured in a laboratory with greater precision and accuracy than any astronomical phenomena.

    Lab Clocks Rule

    Although the second defined using the frequency of an atomic energy level transition does provide a unit of time duration that is precise and uniform, it does mean that the passage of time measured in this way is no longer connected to astronomical phenomena. Indeed, with the advent of more accurate observational techniques, astronomers could measure variations in the Earth’s rotation rate by measuring its changing orientation in space and comparing the rate of change with laboratory clocks. They established that among the various variations in the Earth’s rotation rate is the gradual slowing down with respect to a uniform atomic time scale. This deceleration is consistent with theoretical tidal effects and observed terrestrial deglaciation.It is also apparently consistent with ancient observations of solar eclipses, indicating that that this slowing has been going on for thousands of years

    As a result, if we were to observe a recurring astronomical event, we would see it happening earlier from day to day. To bring our clock back into agreement with the astronomical event, we would have to add some time to the face of our atomic clock. While astronomers can cope with this situation by applying the appropriate corrections derived from astronomical observations that measure the Earth’s rotation rate, navigators that relied on astronomical observations to determine their positions considered this situation problematic.

    When the definition of the second based on the Caesium atom was introduced, it was known that there would be a time varying discrepancy between a clock running at a uniform rate and a theoretical one using a second defined by the Earth’s rotation rate. Starting from 1961, the observed discrepancy was modeled by making small adjustments on the order of a few milliseconds (thousandths of a second) to our clocks at first, and later by making small adjustments to the frequency of the atomic clocks from time to time, usually on an annual basis. This meant that the duration of a second could vary depending on when it was measured.

    No More Changes

    In 1970 the International Radio Consultative Committee (CCIR and now known as the International Telecommunications Union Radiocommunications Sector, or ITU-R) in collaboration with other international agencies adopted a definition of UTC that did away with any periodic changes to the duration of the second. Instead it was decided that the discrepancy between UTC and the observed rotation angle of the Earth would be accounted for by making one-second adjustments when needed, so that the absolute difference between UTC and the Earth’s rotation angle measured in time units would always be less than 0.9 seconds. A finer correction would also be provided frequently so that the Earth’s rotation angle in time units designed as Universal Time 1 (UT1) could be derived to 0.1 second precision.

    It was specified that the one-second adjustments, either positive or negative, were to be made preferably at 23h 59m 59s on the last day of the months of December or June, but could also be made, if necessary, at 23h 59m 59s on the last day of the months of March and September, and further if required at 23h 59m 59s on the last day of any month. The implementation of this definition actually began in 1972, a year in which two leap seconds were introduced.

    These one-second adjustments came to be known as “leap” seconds by analogy with the “leap” day inserted in calendars. This definition then fixed the second in UTC to be uniformly established as the international standard atomic second defined by the resonance frequency of Caesium and known as the SI (Système International) second.

    Compromise Overcome by GNSS

    The introduction of the concept of the leap second was historically a compromise with practitioners of celestial navigation who needed to base their observations on astronomical time to determine their longitude. If UTC doesn’t differ from the observed rotation angle of the Earth by more than a second, navigators could use UTC directly as a substitute without introducing a systematic error greater than a quarter of a mile. However, the routine practice of using celestial navigation has been overcome by the success of Global Navigation Satellite Systems (GNSS), inertial navigation systems, and radar navigation.

    In fact, the U.S. Naval Academy stopped including celestial navigation in its curriculum in 1998. In the time span since the introduction of the idea of a leap second, computer networks, wireless telecommunication systems, satellite communications, telephone networks, air traffic control systems and even industrial processes have developed to the point where precise time is an essential component of their successful operation. Users and suppliers of these systems are concerned with the impact of sporadic, essentially unpredictable, one-second adjustments.

    Most of these modern systems derive their time using GPS timing receivers. Although the navigational solutions make use of GPS System Time, these receivers provide UTC by means of a broadcast correction that provides the time-varying difference between GPS System Time and UTC. This correction normally provides the varying difference between the two times to less than a microsecond but must also keep track of when a leap second is introduced. As the leap second changes occur sporadically, there may be worries that problems could arise because hardware or software may never have been tested thoroughly for a leap second occurrence. As a result of these concerns, as well as the cost of stopping all of the clocks in the world for one second, the ITU-R has been discussing a possible revision of the definition of UTC by dropping the future use of leap seconds.

    Leap or Not Leap?

    The question of the future of UTC was raised in 2000 with the suggestion of modifying it to be a continuous timescale without leap seconds. Consideration of this question is still ongoing. The 2012 World Radiocommunication Conference (WRC-12) identified this issue as urgent, requiring further examination by the 2015 World Radiocommunication Conference (WRC-15) “to consider the feasibility of achieving a continuous reference time-scale, whether by the modification of Coordinated Universal Time (UTC) or some other method, and take appropriate action…”.

    With the aim of providing adequate technical background for WRC-15 to make an informed decision on this issue, the International Bureau of Weights and Measures (BIPM) and the ITU agreed to organize jointly a workshop on the future of the international time scale. This workshop was held in Geneva, Switzerland, in September 2013. It provided a unique opportunity to present available information on current and possible future precise frequency and time standards, sources and their characteristics, time scales and dissemination systems and different views on the future of UTC.

    Contributions to the workshop were specifically invited to ensure that the breadth of the issue would be covered. Included were the relevant international organizations (the International Astronomical Union, the International Earth Rotation and Reference Systems Service, the International Union of Geodesy and Geophysics, the International Organization for Standardization, the International Maritime Organization, the International Civil Aviation Organization, the Union Radio-scientifique Internationale), the providers of GNSS services (GPS, GLONASS, Galileo and BeiDou), the national metrology institutes that realize and maintain local representations of UTC, the ITU member administrations, and the ITU-T and authorities responsible for electronic time services. Information on the workshop, agenda and presentations is available.

    Final Decision in November

    A special issue of ITU News magazine dedicated to the workshop has also been published; an online version is available. It did not provide a decision on the issues, but rather a forum for issues to be discussed, since there is some controversy over modifying the global reference time scale. The final decision is to be made at the WRC-15 in November when the method for satisfying the feasibility of achieving a continuous time scale will be determined as well as how it would be implemented.

    As preparations begin for the June leap second, hardware and software will undergo testing. This process is likely to be repeated for some time to come, even if the decision to eliminate the use of leap seconds in UTC is made. Legacy systems reliant on the use of leap seconds will require an adequate period of time to adapt to any change in the definition of UTC. If the suppression of leap seconds would be decided, it is recommended that a period of time no less than five years be allowed  before the Final Acts of the WRC-15 go into effect. So, leap seconds could be with us for some time yet.


    Editor’s Note: For an earlier discussion on the leap second by McCarthy and Klepczynski, download the Innovation article “GPS and Leap Seconds: Time to Change?” from the November 1999 issue of GPS World.


    Dennis McCarthy is retired, and serves as a contractor with the U. S. Naval Observatory, where he was science advisor, director of the Directorate of Time, and head of the Earth Orientation Department. Internationally, he has served as president of the Commissions on Time, Commission on Earth Orientation, and Division 1  (Fundamental Astronomy) of the International Astronomical Union (IAU). He was also secretary of Commission 5 of the International Association of Geodesy.

    Wayne Hanson has been a consultant and president of Time Signal Engineering since his retirement in 2001 as chief of the Time and Frequency Services Group in the Time and Frequency Division of the National Institute of Standards and Technology. He is the U.S. chairman of the International Telecommunication Union – Radiocommunication Sector, Working Party 7A concerned with Time Signal and Frequency Standard Emissions.

    Ron Beard is the head of the Advanced Space PNT Branch at the Naval Research Laboratory and International Chairman of ITU-R Working Party 7A, Precise Time and Frequency Broadcast Services. During the early development of GPS in the 1970s, he was the project scientist in the NRL GPS Program Office that developed Navigation Technology Satellites One and Two that operated the first atomic clocks in space.

    William Klepczynski is now retired. During his career, he was a consultant to the Institute for Defense Analyses and the head of the Time Service Department of the U.S. Naval Observatory, where he managed the USNO Master Clock, timing operations for GPS and time distribution systems that utilize communications and navigation systems.

  • VectorNav Unveils Updates to VN-300 GPS/INS at AUVSI Show

    VectorNav TechnologiesPhoto: VectorNav has released a surface mount version of its VN-300 dual-antenna GPS-aided inertial navigation system (GPS/INS). It will be on display at booth 942 at AUVSI’s Unmanned Systems show, held May 5-7 in Atlanta.

    Surface Mount Device

    The VN-300 surface mount device (SMD) is a miniature MEMS-based inertial navigation module that includes both inertial navigation and GPS-compassing capabilities, which together provide high-accuracy position and velocity in both stationary and moving conditions. With the release of the surface mount version, VectorNav is also announcing the addition of GNSS capability to the full VN-300 product line. The VN-300 SMD completes VectorNav’s line of industrial grade inertial sensors, joining the VN-100 IMU/AHRS and VN-200 GPS/INS surface mount and Rugged modules.

    Incorporating the latest MEMS sensor technology, the VN-300 combines 3-axis accelerometers, 3-axis gyros, 3-axis magnetometers, a barometric pressure sensor, two GPS receivers, and a low-power microprocessor into a rugged aluminum enclosure about the size of a matchbox. When in motion, the VN-300 couples the position and velocity measurements from the onboard GPS receivers with measurements from the onboard inertial sensors to provide position, velocity, and attitude estimates of higher accuracies and with better dynamic performance than a standalone GPS receiver or Attitude Heading Reference System (AHRS).

    With the release of the surface mount version of the VN-300 the company says its own Rugged is surpassed as the smallest and lightest dual-antenna GPS/INS on the market. The surface mount VN-300 shares the same footprint and form factor with VectorNav’s surface mount VN-100 IMU/AHRS and VN-200 GPS/INS.

    “The VN-300 surface mount chip is an achievement that combines the best of our expertise in inertial navigation algorithms and our innovative approach to miniaturizing embedded navigation sensors. There simply is no other product like it on the market,” said ohn Brashear, VectorNav’s president. “The VN-300 SMD completes our Industrial Series of inertial navigation sensors and paves the way for the expansion of our product lines into new markets and applications.”

    The VN-300 is ideal for industrial and military applications that are size, weight, power and cost (SWAP-C) constrained, or that require an inertial navigation solution under both static and dynamic operating conditions, especially in environments with unreliable magnetic heading such as fixed-wing and multirotor UAVs, aerostats and other tethered UAVs, gimbaled camera systems onboard helicopters and multirotors, antenna systems onboard ground vehicles and marine vessels, weapons training and warfare simulation, and direct surveying.

    New GNSS Capability

    With the release of the surface mount version, VectorNav is also announcing the addition of GNSS capability to the full VN-300 product line.

    The addition of GNSS capability now enables the VN-300 product line to include measurements from satellites in the GLONASS constellation in addition to GPS. These additional measurements provide greater tracking reliability and improved VN-300 performance in urban canyons and reduced visibility conditions.

    Firmware Update

    VectorNav is also announcing the release of a new firmware update for the VN-300 that improves the overall accuracy and time to acquisition of the GPS-compass feature. The new firmware also includes logic that enables the VN-300 to intelligently and seamlessly transition between magnetic heading (AHRS) mode, to INS operation in dynamic conditions and GPS-compass in static conditions, without requiring input from the user.

  • FAA Hits Milestone for NextGen Air Traffic Control

    U.S. Transportation Secretary Anthony Foxx today announced a significant NextGen milestone with the completion of En Route Automation Modernization (ERAM), a highly advanced computer system used by air traffic controllers to safely manage high-altitude traffic.

    ERAM was designed to be the operating platform for NextGen technologies, including the Automatic Dependent Surveillance-Broadcast (ADS-B) system. ADS-B transmits information about altitude, airspeed and location derived through GPS from an equipped aircraft to ground stations and to other equipped aircraft in the vicinity. Air traffic controllers use the information to “see” participating aircraft in real time with the goal of improving traffic management.

    “Looking at the future of air travel, we know that there will be more planes in our skies and more people in our airports, and in order to meet this challenge we must integrate cutting-edge technology into our aviation system,” said Secretary Foxx.  “ERAM is a major step forward in our relentless efforts to develop and implement NextGen. With this new technology, passengers will be able to get to their destinations, faster, safer, and have a smoother ride — all while burning less fuel to get there.”

    ERAM is the backbone of operations at 20 of the Federal Aviation Administration’s (FAA’s) en route air traffic control centers. The system, a crucial foundation for NextGen, drives display screens used by air traffic controllers to safely manage and separate aircraft.

    “ERAM gives us a big boost in technological horsepower over the system it replaces,” said FAA Administrator Michael Huerta. “This computer system enables each controller to handle more aircraft over a larger area, resulting in increased safety, capacity, and efficiency.”

    The first ERAM system went online at Salt Lake City Center in March 2012.  The final installation was completed last month at New York Center.

    ERAM uses nearly two million lines of computer code to process critical data for controllers, including aircraft identity, altitude, speed, and flight path. The system almost doubles the number of flights that can be tracked and displayed to controllers.

    Other NextGen technologies include:

    • Automatic Dependent Surveillance-Broadcast (ADS-B): The FAA is moving steadily toward replacing the old system of ground-based radars to track aircraft with one that relies on satellite-based technologies, including GPS. ERAM already receives information from aircraft equipped with ADS-B and displays that data on controllers’ screens. This technology has made it possible for controllers to provide radar-like separation to aircraft that previously operated in areas where no radar is available, such as the Gulf of Mexico and large parts of Alaska. ADS-B will replace radar as the primary means of tracking aircraft by 2020.
    • Performance Based Navigation (PBN): Controllers are already using ERAM to make use of Performance Based Navigation (PBN) procedures that enable controllers and flight crews to know exactly when to reduce the thrust on aircraft, allowing them to descend from cruising altitude to the runway with the engines set at idle power, saving on flying time and fuel consumption.
    • Data Comm: To reduce congestion on radio frequencies, the FAA and the aviation industry continue to develop Data Comm, which will allow controllers and pilots to communicate by direct digital link rather than voice, similar to text messaging. ERAM is already equipped to handle this technology.

    Secretary Foxx and Administrator Huerta attributed the success of the development and installation of ERAM to the collaboration between FAA management and labor, including the National Air Traffic Controllers Association (NATCA) and the Professional Aviation Safety Specialists (PASS).  This collaborative process is now a blueprint that will be applied to the rollout of future technologies.

    To see how ERAM works, watch the FAA’s video.