Tag: logistics

  • Peak XV: The framework that measured Mount Everest

    Peak XV: The framework that measured Mount Everest

    A ceiling fan slowly churned, stirring the hot, humid air. Outside, warm rains pelted the muddy streets as distant langurs whooped in the thick jungle mists below.

    An incessant fly caught the attention of the office’s lone occupant, hunched over a table covered with a large grid-lined sheet of paper. Pencils, erasers, French curves and straightedges lay scattered next to a stack of calculation sheets, but the man holding a pencil in one hand gripped a rolled newspaper in the other, intent on his battle with the fly.

    Suddenly, the door burst open.

    “Mr. Waugh!” the intruder exclaimed, panting as he rushed in.

    “Radhanath,” Waugh replied in surprise, looking up from his maps. “I thought you were in Calcutta, 1,600 km away.”

    “Yes, Mr. Waugh, I was, but this is too important to deliver by post.”

    “Really, Radhanath. You intrigue me,” replied Waugh. “Come out with it. Your excitement is adding to this already unbearable heat.”

    “Sir,” Radhanath tried to say calmly. “I have discovered the highest mountain in the world!”

    That conversation happened in 1852. It was the crown jewel of an effort that began 50 years earlier. Britain was on the ascent. Surveying was the mathematics of empire. India, Britain’s largest protectorate, had never been systematically mapped. The British East India Company needed to know what minerals, crops and commodities could be turned into profitable enterprises, where they were, and how to move them to ports. This depended on accurately mapping India. Infantry officer William Lambton proposed an audacious solution: measure the entire subcontinent with triangles.

    William Lambton
    William Lambton

    Lambton was granted the commission, and on April 10, 1802, the Great Trigonometrical Survey (GTS) of India began with a humble but critical baseline from St. Thomas Mount near Madras, 12 km south to Perumbauk Hill. Everything depended on the accuracy of this first baseline: even the smallest error would multiply as triangles spread across the subcontinent. Perfection was essential. The distance was measured with a 100-ft steel chain protected from the sun beneath A-frame tents to prevent thermal expansion. It moved slowly, 100 ft at a time from start to finish. Every link mattered. The baseline took 57 days.

    To guarantee perfect alignment, Lambton relied on a massive custom-built theodolite. It weighed 1,102 lbs, requiring 12 men to carry. Surveyors planted stakes, stretched strings, and used the theodolite to correct for every change in elevation, turning a simple chain measurement into the geodetic foundation of the entire survey.

    Time marched on faster than the survey. The East India Company estimated five years, but by 1818, the survey reached west to Mangalore and north to Hinganghat. It was too slow. Lambton’s vision of “an uninterrupted series of triangles…from sea to sea…to an unlimited extent in every other direction,” a complete geometric quilt covering India, proved implausible. Malaria took its toll. Lambton’s health declined and in 1823 he died at Hinganghat. George Everest inherited the survey.

    The map of triangles covered Madras to Mangalore.
    The map of triangles covered Madras to Mangalore.
    George Everest
    George Everest

    Everest recognized Lambton’s dream of total coverage would take centuries. Instead, he conceived a “gridiron” of chains running north–south and east–west, intersecting at right angles, scaffolding to which localized surveys could be tied. The shift is evident on the GTS map: dense triangulation in south-central India reflects Lambton’s ambition, while the more open, structural network elsewhere reveals Everest’s pragmatism.

    By the 1830s, Everest’s survey party had grown into slow-moving caravans, reaching as many as 1,000 people at peak times. Contemporary accounts describe columns supported by elephants, horses and camels, with hundreds of porters carrying tents, instruments and provisions. The logistics were immense: scouts rode ahead to negotiate passage with villages, reapers with scythes gathered grass for the animals, hunters supplied fresh meat and a traveling treasury paid workers and suppliers. To villagers, an approaching column appeared like a military invasion. Negotiations for assistance and safe passage could halt the survey for days.

    The survey’s path was relentless. The Great Arc bisected India along the 78th meridian, from Cape Comorin to Bangalore, across the Deccan Plateau, through Hyderabad, over the northern plains to Dehra Dun at the Himalayan foothills. They didn’t simply pass through. They stayed. Sometimes for weeks, building 50 ft masonry towers to mount the theodolites.

    When daytime heat and haze made measurements impossible, Everest shifted to night surveying using powerful lanterns visible from 30 miles away. They constantly adapted due to temperature, atmospheric refraction, verification baselines measured at the chain ends. Every measurement propagated from that first line at Madras; a minor error would compound over thousands of miles.

    The price was paid in lives. Malaria wiped out entire parties. Three officers died in the Terai, the malarial lowlands of northern India. Two more retired, health-shattered. Everest himself contracted malaria repeatedly, suffering partial paralysis. The climate, he wrote, was “very deadly.”

    Andrew Waugh
    Andrew Waugh

    The survey transformed the land. To achieve clear sight lines, villages were razed, sacred hills appropriated, and community supplies exhausted. Yet the work continued. In December 1841, almost 40 years since the GTS began, the 1,500-mile Great Arc was complete. The spine was in place. Everest retired in 1843, passing the work to Andrew Scott Waugh, who extended the gridiron eastward. Nepal and Tibet were closed to outsiders. Waugh understood the distant Himalayan peaks, more than a hundred miles away, would have to be measured from the border stations anchored to the GTS framework. Accuracy became even more critical. This shift in focus from Everest’s large sprawling triangles inching north like a spider’s web forming the Great Arc, to Waugh’s tight triangles hugging the Himalayan frontier is visible on the GTS map.

    Over the next decade, Waugh’s teams pushed eastward through the jungles of Bengal, Bihar and Orissa, verifying baselines, fixing latitudes and longitudes astronomically, establishing stations that brought the peaks within mathematical reach. Along the entire border, surveyors recorded the peaks.

    Close-up of the border survey stations used to observe Peak XV. (Credit: Royal Geographical Society)
    Close-up of the border survey stations used to observe Peak XV. (Credit: Royal Geographical Society)

    To measure Peak XV, six observation stations were selected across the Terai, the deadly malarial lowlands chosen for the clear site lines to the summit. From these stations, surveyors recorded azimuth and elevation angles across multiple seasons. They measured the summit at sunrise, when the peak was first illuminated. None of the surveyors knew the height of the mountains they were observing because distance could not be measured directly. Only when all stations were plotted on a map could the peak’s position be fixed and the elevation calculated. This high-level mathematics fell to the human computers in Calcutta, led by Radhanath Sikdar.

    Radhanath Sikdar
    Radhanath Sikdar

    By 1851, Sikdar had risen to chief computer, directing the department that transformed field observations into verified measurements. The 1851 Survey Manual acknowledged his distinction: “Babu Radhanath Sickdar, the distinguished head of the Computing Department…whose intimate acquaintance with the rigorous forms and mode of procedure…render his aid particularly valuable.” Yet, neither his education nor his geodetic calculation training prepared him for the complexities of the Himalaya problem. Nonetheless, he took the raw observations and calculated the mountains’ heights to determine which, if any, of the distant peaks was truly the highest point on Earth.

    Sikdar calculated the height of each of the peaks. There were many. It was slow, meticulous work. Peak XV required more than standard calculation. Six observation stations produced six independent height measurements, each requiring corrections for atmospheric refraction (light bending through air layers of varying density and temperature), Earth’s curvature (the summit was more than 100 miles away), and plumb-line deviation (the Himalayas’ mass pulled survey instruments slightly toward the mountains).

    Sikdar applied the Method of Least Squares, a statistical technique for extracting the most probable value from multiple observations. Each station’s measurement carried uncertainty; combining all six through rigorous mathematics yielded a more reliable result.

    The calculation took months. When Sikdar finished, he was stunned: exactly 29,000 ft recalculated and received the same result. The precision seemed too perfect. Sikdar knew the stakes. This wasn’t just another mountain. His calculations were correct. Peak XV was the highest point in the world, Chomolungma, meaning the goddess mother of the Earth. Such a discovery demanded the honor of delivering the news in person.

    In April 1852, Sikdar traveled 1,600 km from Calcutta to Dehra Dun. The journey took weeks. He carried the calculations in his satchel and the announcement in his mind.

    When Sikdar burst into Waugh’s office with the news, Waugh worried that exactly 29,000 ft (8,830 m) would make surveyors appear to have simply rounded. 2 ft were added, a small fiction to preserve credibility. The official height for Peak XV became 29,002 ft.

    Waugh spent four years verifying before the official announcement in March 1856. The mathematics were sound from the moment Sikdar burst into that office. Then, 20 years later, the 1875 Survey Manual erased Sikdar’s name entirely. The British press called it “robbery of the dead.”

    Sikdar’s calculations have stood the test of time. The 1954 Survey of India measurement, 102 years later, yielded 29,028 ft, a minimal difference. In 1999, GPS technology placed a receiver on Everest’s summit for the first time: 29,035 ft. The 2015 earthquake prompted the most comprehensive measurement yet.

    On May 22, 2019, at 3 a.m., Nepali surveyor Khimlal Gautam departed Everest’s South Col for the 10-hour climb carrying 90 lbs (41kg) of equipment. The pre-dawn timing avoided crowds: the weight included a Trimble R10 GNSS receiver and ground-penetrating radar to distinguish rock height from snow depth. Eight continuously operating reference stations (CORS) were positioned across Nepal to receive signals from GPS, GLONASS, Galileo and BeiDou. Chinese surveyors simultaneously measured from the north.

    Gautam spent hours on the summit, collecting data while his body slowly consumed itself in the death zone. He lost a toe to frostbite. A team member nearly died from oxygen depletion. Gautam understood, “Mount Everest symbolizes something in Nepal, but it’s not only a Nepal asset, it’s a world asset.”

    The map of the Great Trigonometrical Survey. (Credit: Survey of India, via David Rumsey Collection)
    The map of the Great Trigonometrical Survey. (Credit: Survey of India, via David Rumsey Collection)

    On Dec. 8, 2020, Nepal and China jointly announced their result, agreeing for the first time the height was 29,031.69 ft. Sikdar’s error across 168 years was 31.69 ft, an accuracy of 0.11%.

    From that moment in Dehra Dun, Sikdar, dusty from the road, calculations in hand, certainty in his voice, we trace backward through 50 years of framework building to understand what made that measurement possible. Peak XV, hidden in plain view, seen for hundreds of miles, refusing to be known, was finally measured.

    Once we have measured it, we want to believe we know it, but the Indian and Eurasian tectonic plates continue to collide, pushing the mountain up four millimeters per year. Earthquakes in the region change the topography. The geoid problem persists: What does “sea level” mean 440 miles from the coast in a gravitationally dense region? Modern surveyors still grapple with the fundamental question: What does “height” mean when measured against a theoretical reference surface?

    The Great Trigonometric Survey proved that surveyors could measure what they couldn’t touch, calculate what they couldn’t reach, and verify what they couldn’t see. It required building the geodetic infrastructure across a subcontinent, maintaining mathematical precision across decades, and accepting brutal human costs.

    Then, the computer was a man. The information was in his satchel. The message was delivered in person. It was the first time the height of the highest known point was determined not by a physical barometer on a summit, but by mathematics alone, a man solving equations in a room 440 miles away. Sikdar proved the impossible: What couldn’t be touched could be measured, what couldn’t be reached could be calculated, and a man dusty from the road could hold the height of the world in the palm of his hand.

    Four names for one mountain. Each represents a different understanding. Its ancient name, Chomolungma, and Sagarmatha, its national identity. Peak XV, its cartographic name marking the audacious attempt to measure it, and the name Mount Everest, the crowning achievement, a proclamation honoring mathematics, from Hipparchus who is credited with developing trigonometry to the computers, like Sikdar. It stands as a monument to all the surveying and cartography, especially of the 19th century accomplishing the impossible against extraordinary odds.

    Surveying and mapping are jobs of courage and determination exploring the unknown, risking death in malaria-infested jungles, Everest working while stricken with partial paralysis, Abdul Hamid crossing a forbidden border, and Gautam’s predawn climb. They all understood what mattered was worth the risk. It is the surveyor’s call to arms: measure the Earth.

  • Airbus, Shield AI complete first autonomous logistics connector helicopter flight

    Airbus, Shield AI complete first autonomous logistics connector helicopter flight

    Airbus U.S. Space & Defense completed its first autonomous helicopter test flight using Shield AI’s Hivemind autonomy package in Grand Prairie, Texas. The flight represents a significant step forward in developing the MQ-72C Lakota Connector for the U.S. Marine Corps Aerial Logistics Connector program.

    The test utilized an H145 helicopter to refine mission technology, accelerate development timelines and reduce costs and technical risks. Engineers integrated Hivemind into the aircraft in less than two months, showcasing the system’s modular and platform-agnostic design.

    During the test, Shield AI’s Hivemind autonomy software controlled the H145 directly while collaborating with Airbus’ Helionix system. The integrated software managed the aircraft’s mission systems, executing automated takeoff, landing and other test procedures without pilot input.

    The tested software will be incorporated into the future MQ-72C helicopter design to meet Marine Corps requirements for the ALC program. The MQ-72C Logistics Connector is being developed as an unmanned version of the UH-72 Lakota, a multi-mission platform used across various operations.

    Shield AI‘s software expands the platform’s capabilities through autonomous operations across logistics and operational scenarios. Future test activities and demonstrations will scale the MQ-72C’s autonomy level, leading toward unmanned operations in contested logistics environments.

    Airbus U.S. plans to apply mission autonomy software to add autonomous capabilities to other helicopter variants beyond the MQ-72C. The company is in the second year of the Aerial Logistics Connector Middle Tier of Acquisition Rapid Prototyping Program, which provides aircraft prototypes for operational demonstrations and experiments.

    In May 2024, Naval Air Systems Command awarded Airbus U.S. Space & Defense a Phase I Other Transaction Authority through the Naval Aviation Systems Consortium for its unmanned UH-72 Logistics Connector concept.

    The Aerial Logistics Connector initiative is among several Defense Department programs designed to deliver logistical support in distributed environments during conflicts with peer or near-peer adversaries.

  • Ottobots to make first-mile product deliveries in Oslo

    Ottobots to make first-mile product deliveries in Oslo

    Ottonomy.io partners with Posten Norge for first-mile supply chain automation with autonomous robots

    One of Europe’s largest postal services, Posten Norge, is testing the future of logistics delivery with Ottobots in Oslo.

    Ottobot maker Ottonomy.io is collaborating with Posten Norge AS and Holo on trials for automating first-mile delivery in an effort to pave the way for autonomous delivery. See the project page.

    The Posten Group is a post and logistics group that develops and provides post, communications and logistics services in Norway and the Nordic region. Holo is an implementer, integrator and operator of autonomous vehicles in the region.

    An Ottobot delivers product orders to airport travelers. (Photo: Ottonomy)
    An Ottobot delivers product orders to airport travelers. (Photo: Ottonomy)

    The partnership with one of Europe’s largest logistics companies is oriented towards testing how autonomous robots can improve intra-logistics, especially in city centers. Posten Norge will be leveraging Ottobots for first-mile pick-ups, receiving and delivering goods for AMOI, a Nordic digital marketplace, from the busy Aker Brygge metropolitan area in Oslo.

    “Autonomous robots have previously been tested by other companies with the focus entirely on final delivery to the customer,” said Sven Richard Tønnessen from Posten’s Department of Emerging Technology. “We want to evaluate how robots can become part of Posten’s future logistics solutions.

    “This project, which utilizes both humans and robots, offers many new opportunities for increasing efficiency and productivity for our organization,” Tønnessen said. “We will continue to utilize our existing pool of human couriers for delivering goods to the customers, while the robot takes care of the intra-logistics part of the supply chain.”

    Conquering the First Mile

    The first mile has been a pain point for organizations in metropolitan areas. First-mile delivery involves moving products from the manufacturer’s or retailer’s warehouse to a central holding center. From this location, a carrier, shipping company or logistics partner picks up the products and takes it to the next leg in the destination.

    “The logistics with delivery vans at Aker Brygge is extremely demanding in terms of parking and time consuming,” said Kenneth Tjønndal Pettersen, Posten Norge. “Together with our partners, we want to test the various applications for autonomous technology, which can enable simpler logistics and reduced noise in the cityscape.”

    A recipient of the 2021 Sustainability Product of the Year award by Business Intelligent Awards, Ottobot will be used to determine how Posten Norge AS can increase sustainability and efficiency for the logistics supply chain in the future.

  • Can GIS predict an economic recovery?

    Image: Tryaging/iStock/Getty Images Plus/Getty Images
    Image: Tryaging/iStock/Getty Images Plus/Getty Images

    Geospatial data is key to logistics, including for the huge increase in e-commerce we are experiencing following the 2020 COVID-19 shutdown.


    The best customer service is if the customer doesn’t need to call you, doesn’t need to talk to you. It just works. — Jeff Bezos


    This past year has been a boon for the e-commerce industry. It increased from 4% of retail sales a decade ago and pushed past 20% in 2020, reaching nearly $800 billion — a 32% jump in 10 years.

    Online businesses climbed to all-time highs. A few examples stand out. Amazon’s stock increased in value 83% over the course of last year. That type of growth happens with startups and small-cap companies but is usually unheard of with large blue-chip stocks.

    Along with Amazon’s growth last year, FedEx had $69 billion in annual sales. DoorDash, an e-commerce food delivery company, has a market valuation of $45 billion, making it larger than Domino’s Pizza, Texas Roadhouse and Yum! Brands combined; and Yum! Brands owns KFC, Pizza Hut and Taco Bell.

    The e-commerce global trend in online sales is expected to reach $4.9 trillion in four years based on only 2.14 billion online shoppers. That is less than one-third of the world’s population. There is a lot more room to grow. This past year moved the trend several years forward.

    Where are all those goods stored?

    Photo: Navy Petty Officer 2nd Class Jasen Moreno-Garcia/U.S. Navy
    Photo: Navy Petty Officer 2nd Class Jasen Moreno-Garcia/U.S. Navy

    Each consumer requires an average logistics space of 35 square feet. In the United States alone, there are more than nine billion square feet of warehouse space, and when online sales increase another 10% it will require 3 to 4 billion square feet more of space to keep up with demand.

    The increase in freight driven by this trend is captured in the chart below published by the Federal Reserve, with data provided by the U.S. Department of Transportation. The blue line is increasing freight transportation services, while the red line indicates on-hand inventories.

    As transportation increases and becomes more reliable — a reflection of the overall health of the logistics supply chain — the amount of on-hand inventory decreases, allowing sellers to free up space and save money, or offer greater variety knowing that stocks can readily be backfilled.

    However, when inventories get too low, the system is subject to severe supply shocks, making prices more sensitive to the law of supply and demand. The grey-shaded areas on the chart are economic downturns officially recognized as recessions.


     If delivery took six-to-eight weeks these days, it would signal a crisis somewhere in the world.


    21st-century logistics

    Goods from global corporations now arrive at each customer’s doorstep. This is 21st-century logistics. Home delivery in two days or less is the expectation. The compression of time in this industry is astounding when compared to “the way things used to be.” The way things are compared to the way things used to be reminds me of hearing my grandparents talk about life before automobiles.

    Back in my day, ordering from a catalog required calling the company and speaking to a representative. The call had to be made from a corded landline, and long-distance charges might apply. If ordering a gift for someone in the household, it was difficult to be clandestine with everyone nearby. The other option was to mail in an order form. Either way, delivery took a minimum of six to eight weeks, and sometimes more. If delivery took that long these days, it would signal a crisis somewhere in the world.

    Screenshot: VesselFinder
    Screenshot: VesselFinder

    Fighting an epidemic with GIS

    Knowing where to pre-position supplies ahead of anticipated demand is a geospatial problem. Most think of this in terms of sales to customers and deliveries ahead of seasonal demands, but many countries in the world are facing this dilemma right now figuring out the best way to distribute COVID-19 vaccines. That challenge is taking place in your own community and has been a long-standing public health challenge.

    Beginning in the mid-2000s, geospatial information systems (GIS) were brought in to help control outbreaks of the deadly Ebola virus. In 2014, I took a Penn State geospatial intelligence course. The final exam addressed the geospatial challenges of fighting an epidemic. Theoretically, it was difficult to get the required goods to the right place at the right time. But now, it’s not an exercise, and getting it right is not an option.

    If you have received the COVID-19 vaccine, you can appreciate the pharmaceutical industry for developing vaccines in record time. However, getting the vaccines to everyone is a logistics challenge, and GIS is the unsung hero. Logistics is the life blood of empires — it is the game of kings and generals. With it, wars are won and commonwealths prosper; without it, empires crumble to dust.

    The amateurs discuss tactics: the professionals discuss logistics - Napoleon Bonaparte

    How Geospatial Data Guides the Goods

    Back to the traditional understanding of supply chains from seller to buyer. The needs of the buyer are simple: faster, better, cheaper. For the seller, it is much more complex, and considerations deal heavily with location.

    • Where is the best place to have a distribution center?
    • Is it more important to be close to a multi-modal transfer station, or to population centers, or are land prices more important?
    • What about access to highways?
    • What are the trade-offs in delivery times being further away from the population?
    • Is the trade-off worth it for the cost of land and lower taxes?

    Geospatial data can answer all of these questions, even going so far as to run “what-if” scenarios.

    At the local level, transportation logistics schedules the most efficient routing to deliver more packages along the shortest path. This saves time and fuel, as shown in the image below using Maptitude software. Radiuses can also be calculated based on drive times instead of distances.

    Caliper truck routing software can be used for planning deliveries that account for vehicle capacities, time windows, multiple depots and more. (Image: Caliper)
    Caliper truck routing software can be used for planning deliveries that account for vehicle capacities, time windows, multiple depots and more. (Image: Caliper)

    Navigation routing applications are dynamic, and pick-ups are automatically routed to drivers while out on delivery runs. Dynamic routing avoids delays such as accidents and road closures.

    This same type of technology is used for emergency services to respond to a call. Ambulances, police and fire trucks all use dynamic routing to get to distress calls as soon as possible.

    Global transportation logistics also need to account for international laws and regulations as cargo passes through each country. These regulations can be onerous, but the logistics industry has worked out the legalities to ensure a seamless, uninterrupted flow from ship to train to airplane to truck and to final delivery. It is symbolized by the universal 40-foot international shipping container standardized throughout the world.

    At each facility, inventories are tracked. Each item passing through receives a time and location stamp. Estimated delivery times are sent via text message to your mobile device or email. When the item is out for delivery, it is possible to watch it on a map as the delivery truck makes its way towards your location. When the item is delivered to your doorstep, a picture of it is sent to your phone with an alert that the package was delivered.

    Only a few days earlier, the manufacturer — perhaps on the other side of the world — placed the item in a box and taped it shut; even though you ordered it in your language, the order received by the manufacturer was in their language. The package started its journey to you at the next scheduled pickup, maybe within an hour of you placing the order. Shortly afterward, your order was on a ship or an airplane. As you went about your usual business, the incredibly efficient system of e-commerce sped your package around the world to deliver it to your doorstep.

    Logistics has undergone a revolution built upon the most advanced technological innovations: robotics, artificial intelligence, machine learning, mobile devices, cloud computing, electronic payment processing, and a vast geospatial framework.

    In fact, it is a continuously operating, seamless, geospatial mesh running on a global scale across all time zones that allows the industry to function. Every aspect of the logistics supply chain relies upon GIS in some way, from land, air and sea navigation from global location-based systems down to inside a warehouse for storage and retrieval of merchandise. Modern-day logistics is a geospatial industry connecting goods and services to consumers, putting the GIS in lo-gis-tics.

    Image: U.S. DOT
    Image: U.S. DOT

    Can GIS predict the future?

    Regarding whether GIS can predict a market correction… I’ll not make a prediction, but the Transportation Services Index (TSI) for March is due to be released today, May 12. If it is down from February, it would mean two months of back-to-back decline. April’s numbers won’t come out until June. However, here is an indicator of where things currently stand. The ports of Long Beach and Los Angeles, CA, the largest shipping ports in the United States is five days behind schedule, which is down from over 10 days in January.

    The TSI is a leading indicator of the economy. When 20% of sales are online in a consumer-based economy, the wellbeing of the commonwealth is measured one delivery at a time.


    “Trade isn’t about goods. Trade is about information. Goods sit in the warehouse until information moves them.” — C. J. Cherr


    William Tewelow
    William Tewelow

    William Tewelow works for the Federal Aviation Administration. He is a graduate of the FAA management fellowship program. He served on special assignment to the U.S. Department of Transportation leading a national strategic geospatial initiative for the White House Open Data Partnership. He is a Geographic Information Systems Professional (GISP) and a speaker for the Maryland STEMnet Scholar program.

    He was among the first in the nation to earn a Geospatial Specialist Certification from the U.S. Department of Labor while working at NASA Stennis Space Center. He has degrees in Geographic Information Technology, Intelligence Studies, and is completing a masters degree in Organizational Management.

    William is a 23 year veteran for the U.S. Navy serving as a Geospatial Specialist, Imagery Intelligence Specialist, a Naval Aviator, a Meteorologist, and a Tactical Oceanographer. He is married, enjoys writing and traveling.

    His favorite quote is, “A man’s mind changed by a new idea can never go back to its original dimension.” — Oliver Wendell Holmes

  • AirDroid offers geofencing to enhance efficiency, device security

    Mobile device management solution allows users set up a digital perimeter, view the current location of a device, and track where it’s been

    Image: Shomiz / DigitalVision Vectors / Getty Images
    Image: Shomiz / DigitalVision Vectors /Getty Images

    Sand Studio, a mobile device management (MDM) solution provider, is offering AirDroid Business Geofencing, a location-based solution for businesses to monitor and track device location, automate tasks and receive notification alerts in one place.

    With geofencing, organizations that have vehicles, personnel or valuable assets in the field can use tracking data and workflows to enhance security and optimize operational efficiency.

    Geofencing integrates seamlessly with AirDroid Business’ easy-to-use yet powerful device management solution, enabling IT managers to apply different configurations to existing or newly created device groups at any time.

    Adding to the existing location tracking feature, AirDroid Business Geofencing brings new capabilities like geofencing, path tracking, automated workflow, logs, and notification management.

    Geofencing: Location-based technology where a customizable virtual fencing zone can be created for devices that are coming in and out of a predefined area on a map. Single devices or groups of devices can be added to multiple profile zones for different scenarios, which provides flexibility and more control over deployed devices.

    Path Tracking: Admins can track a device and see its extensive path history. This allows for an in-depth analysis by combining time and location. For instance, admins can track a delivery truck and see if it has deviated from the assigned route, analyze the data, and improve operational efficiency.

    Workflow, Logs and Notifications: Workflows work together with geofences. Triggered by a device entering or exiting a geofence, workflow will activate automated tasks such as device locking and factory reset. Working side-by-side with workflow is log management, where point of time, device activity, device status and events can be filtered to spot abnormal activities or insights for improvements.

    “With mobile transformation continuing to take place in every industry, more businesses and organizations are deploying mobile devices in the field. However, they are also faced with the challenge of managing these devices,” said Anson Shiong, CEO of Sand Studio. “To help with this transition, AirDroid Business’ focus on remote device management and the new geofencing solution will help businesses maintain security and operational efficiency. These new features are designed to monitor and track remote devices with precision from anywhere in the world.”

    Geofencing is beneficial to a range of industries such as medical and health institutions, public agencies who need to track people at risk in situations like the coronavirus outbreak, transportation and logistics companies that need specific details on fleet activity, corporations that disseminate company devices with confidential information, food delivery services and more.

    The new tracking capabilities ensure consistent employee productivity levels as well as enhance security by knowing where the employees and devices are while also enabling confidential materials to be remotely wiped from a device when outside of the safety zone.

  • Kinesis vehicle tracking aids logistics for European Tennis Open

    Kinesis vehicle tracking aids logistics for European Tennis Open

    Kinesis is equipping a fleet of luxury vehicles with advanced telematics for the 2019 European Open, held Oct. 13-20 in Antwerp, Belgium.

    The European Open has attracted top players including Gael Monfils who is ranked 12th in the world, Belgium player David Goffin and former Wimbledon champion Andy Murray.

    Fitted to vehicles supplied by Jaguar, Kinesis vehicle tracking will provide real-time visibility of vehicle movements for logistics, security and safety. Kinesis will fit the fleet with GPS devices that transmitting accurate and up-to-the-minute vehicle locations along with driver assessment data, giving 24/7 visibility of the tournament vehicles from any internet connected device.

    Photo: Kinesis
    Photo: Kinesis

    Kinesis is working with Tennium, a global tennis platform company that owns the ATP250 tournaments in Antwerp and Buenos Aires and represents a number of world-class players.

    The Jaguar Land Rover-supplied vehicles will include high-end cars, limousines and minibuses and will be used to collect players from the airport and transport them between official hotels and the Lotto Arena. The fleet will also be used to transport ATP officials, invited guests and VIPs.

    “Knowing where each vehicle is, where it is headed and at what time it is expected to arrive allows us to meticulously plan the transport of some of biggest names in tennis,” commented Karl Van Parys, logistics and transportation manager at Tennium. “With such high-profile sportsmen it is imperative that they arrive on court in good time and relaxed, and the Kinesis system will help us achieve this.”

    The Kinesis telematics intelligence will be used by organisers to plan journeys in accordance with a demanding tournament schedule. With visibility from desktops, tablets and mobile devices, the team can respond, in real time, to changing logistics requirements as play unfolds. Kinesis can also deliver driver performance data, including speeding, harsh braking and accelerating and idling, which can be used to improve driver behaviour for health and safety.

    “It is a real honour to be involved in such as prestigious event and work alongside some of the most well-known names in the world of tennis,” added Greville Coe, Group Managing Director of Kinesis. “The use of Kinesis telematics to inform decisions relating to tournament logistics as well as player safety and security, shows just how seriously the organisers take their responsibilities.”

  • Septentrio launches AsteRx-i S GNSS+IMU receiver

    Septentrio launches AsteRx-i S GNSS+IMU receiver

    GNSS receiver manufacturer Septentrio has added the AsteRx-i S to its GNSS/INS product portfolio.

    The AsteRx-i S combines Septentrio’s compact, multi-frequency multi-constellation GNSS engine with an ultralight external industrial-grade MEMS-based inertial measurement unit (IMU).

    Designed around demanding requirements for size, weight, power consumption and temperature variation, the AsteRx-i S is designed for various applications such as inspections with UAVs, UAS photogrammetry, automation, robotics and logistics.

    Calibrated for wide temperature ranges, the AsteRx-i S delivers accurate and reliable GNSS/IMU integrated positioning to the centimeter-level, as well as full attitude at high update rates and low latency, the company said.

    Key benefits for users include:

    • GNSS/INS positioning with 3D attitude: heading pitch and roll
    • Multi-constellation, multifrequency, all-in-view RTK receiver
    • AIM+ interference monitoring and mitigation system
    • High-update rate, low-latency positioning and attitude
    • Small and ultralight IMU (10 grams)
    • Robust calibration for wide temperature ranges

    “We are delighted to broaden our AsteRx-i GNSS/INS solutions range, bringing maximum flexibility and choice to our customers,” said Francesca Clemente, product manager at Septentrio. “Whether for direct georeferencing in mapping applications with UAVs, for managing containers in a port or for innovative small robots in agriculture, the compactness, affordability and robustness of the AsteRx-i range allows our customers to focus on their success.”

  • Handheld Makes Algiz 10X Rugged Tablet More Powerful

    Handheld Makes Algiz 10X Rugged Tablet More Powerful

    Handheld's Algiz 10X rugged tablet now has Windows 8, a faster processor.
    Handheld’s Algiz 10X rugged tablet now has Windows 8, a faster processor.

    Handheld Group is upgrading its Algiz 10X tablet. With the upgrade, the rugged tablet for field professionals now features the Windows 8.1 Pro operating system, which is downgradable to Windows 7. Windows 8.1 Pro offers enhanced features to help users connect to company networks, access one PC from another, encrypt data and more.

    The upgraded Algiz 10X also has a more powerful processor that speeds startup and operation, increases software compatibility and doubles processor performance. Its has an integrated u-blox GPS receiver with WAAS/EGNOS/MSAS capability.

    Like all of Handheld’s rugged PDAs, smartphones and mobile computers, the Algiz 10X is specifically developed for field workers in industries such as geomatics, logistics, forestry, public transportation, utilities, construction, maintenance, mining, military and security. It is IP65-rated and meets stringent MIL-STD-810G military standards — protected against dust, water, vibrations, drops and extreme temperatures. It has a 10.1-inch touchscreen, weighs 1.3 kilograms (2.9 pounds) and is 32 millimeters (1.2 inches) thick.

    “By using the very latest operating system available from Microsoft, customers can now enjoy quicker startup and operation, increased software compatibility and improved support for touchscreen-based tablets, among other benefits,” said Johan Hed, Handheld’s director of product management.

    The new Algiz 10X also has the powerful Intel quad-core N2930 1.83 GHz processor with 2.16 GHz boost. This processor allows for both higher performance and cooler running temperatures. Compared to the Algiz 10X’s previous processor, the N2930 more than doubles performance benchmarking, RAM support, number of cores and performance per watt.

    “We have dramatically increased performance levels without sacrificing operating time or mechanical design,” Hed concludes. “We have also improved our wireless communication support. Besides 802.11 b/g/n on 2.4 GHz, we now support both 802.11ac and 802.11a on 5 GHz. The upgraded Algiz 10X also supports LTE, which provides substantially faster data speeds, both up- and downstream, and increased overall network coverage.”

    Key features of the Algiz 10X version 2:

    • Powerful Intel quad-core N2930 1.83 GHz processor
    • 128 GB SSD, expandable via microSD
    • 4 GB of DDR3 RAM
    • Windows 8.1 Industry Pro (downgradeable to Windows 7)
    • 10.1-inch touchscreen with high-brightness MaxView screen technology
    • IP65 rating and conformity to stringent MIL-STD-810G test standards
    • LTE capability with a fully integrated modem and antennas
    • Integrated u-blox GPS receiver and WAAS/EGNOS/MSAS capability
    • Antenna pass-through connectors for both GSM and GPS
    • Several connectivity options, including WLAN and BT, USB 2.0 and USB 3.0, VGA and RS232 ports

    The upgraded Algiz 10X is available now and orders can be placed immediately.

    Below is a video about the new Algiz 10X.