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Marine vessels to use Oceaneering C-Nav positioning

Oceaneering C-Nav Positioning Solutions to provide C-Nav5000 GNSS receivers for select SEACOR marine vessels

The C-Nav5000 GNSS receiver. (Photo: Oceaneering)

The C-Nav5000 GNSS receiver. (Photo: Oceaneering)

Oceaneering C-Nav Positioning Solutions has been selected by SEACOR Marine to supply C-Nav5000 GNSS receivers for a select number of the company’s oil-and-gas support vessels worldwide.

The scope of work calls for C-Nav to provide two C-Nav5000 GNSS systems per vessel. SEACOR will license corrections signals from C-Nav while the equipment is onboard and the vessels are working. C-Nav expects to install the C-Nav5000 receiver on seven vessels by year’s end.

“We are delighted to have been selected by SEACOR to provide our precise point positioning receivers onboard their vessels,” said David Fitts, senior manager, C-Nav Positioning Solutions. “Our receivers will provide SEACOR vessels with the latest in GNSS hardware.”

The C-Nav5000 offers integrated GNSS capabilities that allow tracking of multiple systems. It features triple L-band channels for correction tracking and is software-configurable to user requirements.

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Silent Falcon UAV surpasses 500 hours of flight test time

The E1 UAV completed 500 hours of successful flight testing and operations. (Photo: Silent Falcon UAS Technologies)

The E1 UAV completed 500 hours of successful flight testing and operations. (Photo: Silent Falcon UAS Technologies)

Silent Falcon UAS Technologies’ (SFUAS) E1 UAV completed 500 hours of successful flight testing and operations.

According to the company, the E1 is a solar electric, fixed wing unmanned aircraft system. It has a 20-pound payload capacity and a ceiling of 20,000 feet above ground level. It’s ideal for consumers who do not have the expertise to operate their own UAS, as SFUAS provides full service as well as sales, the company said.

The Silent Falcon E1 features 12 different sensor types, is vibration free and is beyond visual line of sight capable with a live feed. It also boasts four- to 12-hour duration configurations.

In addition, Silent Falcon has an application pending before the Federal Aviation Administration for type certification of the E1.

“Successfully passing 500 hours of flight is a significant milestone for the E1, confirming for federal regulators that it is a safe and durable aircraft model,” Silent Falcon said in a press release.

The full line of SFUAS products, services and support is now available via GSA Contract No. GS07F248BA, the company added.

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Allystar launches dual-band multi-GNSS module TAU1202/TAU1205

Allystar Technology Co. Ltd. has launched the dual-band multi-GNSS modules TAU1202/TAU1205, which support both the L1 and L5 bands to enhance sub-meter positioning accuracy. Constellations received include GPS, Galileo, GLONASS, BeiDou, QZSS and IRNSS.

Besides the L1 band, TAU1202 and TAU1205 also support L5/B2a/E5a, which are expected to have lower noise and significantly reduced multipath mitigation because of the higher chipping rate of L5 signals relative to L1 C/A code.

Chart: Allystar

Chart: Allystar

TAU1205 supports IRNSS (NavIC) which makes it suitable for navigation in the urban areas of India and the Middle East, as there are seven NavIC satellites with a higher elevation than both GPS and Galileo satellites.

Photo: Allystar

Photo: Allystar

Powered by Allystar Cynosure III GNSS chipset and with built-in low-noise amplifier and surface acoustic wave (SAW) filter, TAU1202 and TAU1205 provide higher sensitivity, ensuring exceptional acquisition and tracking performance even in weak signal areas.

Based on 40-nm manufacturing processes of the Cynosure III GNSS chipset and state-of-the art internal PMU, TAU1202/TAU1205 comes with very low power consumption at less than 40 mA.

Multiple communication interfaces including UART and I2C simplify customer designs and provide a better time-to-market for customers’ products.

“Due to its excellent performance in urban area, compact design and concurrent multi-GNSS reception, TAU1202/TAU1205 has become a popular selection for vehicle and asset tracking in worldwide,” said Zhang Yanping, Allystar product line manager. “The launch of TAU1202/TAU1205 shows Allystar continues to drive GNSS evolution in thte navigation mass market.”

Allystar started TAU1202/TAU1205 mass production in the second half of 2019.

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IWCE 2020 to highlight drones, 5G, artificial intelligence

Logo: IWCE 2020The International Wireless Communications Expo (IWCE), set to take place March 30 to April 3, will key in a number of industry topics, including 5G, FirstNet, drones, artificial intelligence, augmented reality, wearables and push-to-talk communications.

IWCE will also feature a drone demonstration area and safe cities section. The event is designed for those in the critical communications industry, including first responders, police enforcement, fire departments and government.

According to show organizers, more than 7,000 people are expected to attend the five-day event. IWCE will also include educational workshops, short courses, power sessions, keynote addresses, town hall meetings and networking events. The event tracks will include 5G, safe cities, in-building wireless, connectivity and public safety broadband, among several others.

Chief Jeffrey Johnson, CEO of the Western Fire Chiefs Association, will present the keynote speech, titled “The innovations that are actually changing street performance for responders.” Other speakers will include Bryan Wiens, senior product manager, Cloud Services, InterTalk Critical Information Systems; Michelle Geddes, public safety communications director, city and county of San Francisco’s Department of Emergency Management; Robert Zanger, wireless engineering and operations unit at the Department of Justice; and more.

“Since its inception, IWCE has provided an opportunity for all those who work within the sector to stay ahead of all the latest developments,” said Stacey Orlick, IWCE conference director. “Attendees can learn about the latest developments in safe cities, new infrastructure that affects utilities and transportation, in-building wireless systems, technology advancements and the latest regulatory insights that they should be aware of.”

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Research Roundup: Focus on maritime

The 18,000-container-capacity CMA CGM Kuergelen. (Photo: CMA CGM)

The 18,000-container-capacity CMA CGM Kuergelen. (Photo: CMA CGM)

Of the 273 papers researchers presented this year at the Institute of Navigation’s annual ION GNSS+ conference, which took place in Miami on Sept. 16–20, the following five focused on maritime issues. Papers are available at www.ion.org/publications/browse.cfm.

Automating the Sharing of Ocean Weather Data

The Automatic Identification System (AIS) — mandatory for large ships and used by many mid-sized ones — was designed to help avoid collisions, enable shore authorities to provide vessel traffic services, and allow coastal states to monitor their waters. It also may be used to transmit other information between AIS stations onboard and ashore.

In the aftermath of the sinking of the container ship El Faro in 2015, the U.S. National Transportation Safety Board (NTSB) and U.S. Coast Guard found a contributing factor was lack of reliable weather forecasts. The NTSB then recommended to the National Oceanic and Atmospheric Administration (NOAA) that it determine whether AIS could be used to share weather data collected by ships, to supplement the Voluntary Observing Ship (VOS) program where ships voluntarily submit weather observations to NOAA. The paper describes a successful test of this concept.

Citation. Gregory Johnson, Ken Dykstra, Gaurav Dhungana and Brian Tetreault, “Sharing Ships’ Weather Data via AIS.”

EGNOS for Maritime Navigation

The European Geostationary Navigation Overlay System (EGNOS), which has been providing guidance to civil aviation since 2011, also can support maritime, railway and road applications. This paper assesses its use for maritime navigation compliant with International Maritime Organization (IMO) requirements for harbor entrances, harbor approaches and coastal waters: 99.8% of signal availability, 99.8% of service availability, 99.97% of service continuity, and 10 meters of horizontal accuracy. A kinematic test campaign was conducted in the waters of the Canary Islands using a geodetic multi-frequency, multi-constellation receiver-antenna pair installed aboard two vessels. The EGNOS Maritime Service met all IMO requirements by achieving a signal availability of 99.999%, a service availability in 99.9% of a predefined rectangular region, and 1.06 meters of horizontal accuracy at the 95th percentile. The service continuity requirement, however, was met in only 62.50% of the predefined region. Therefore, the paper concludes that the continuity risk is the most limiting factor for expanding the EGNOS Maritime Service along the coastal waters of the Canary Islands.

Citation. Deimos Ibáñez Segura, Adria Rovira Garcia, Jaume Sanz, José Miguel Juan, Guillermo González Casado, María Teresa Alonso, José A. López Salcedo, Huamin Jia, Francisco Javier Pancorbo Garcia, Carlos Garcia Daroca, Irene Martin Calle, Santos Rodrigo Abadía Heredia and Manuel López Martínez, “A Kinematic Campaign to Evaluate EGNOS 1046 Maritime Service.”

Options for Integrity

Many maritime authorities are considering how to maintain the integrity of navigation systems as their infrastructure ages, especially given that the need for integrity in the user position is expected to increase with e-navigation services and for autonomous vessels. In harbor entrances, harbor approaches and coastal waters, the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) prescribes an absolute horizontal accuracy of ≤10 meters 95% of the time, with an integrity risk of 99.99999%. Today’s GNSS more than meets that accuracy requirement, so the driver is integrity. Options for integrity are marine radiobeacon DGPS/DGNSS, the primary augmentation system in use today; receiver autonomous integrity monitoring (RAIM); satellite-based augmentation systems (SBAS); and others (such as commercial services or inertial.). The European MarRINav project is investigating resilient PNT options to support UK Critical National Infrastructure. Part of this work is comparing EGNOS and marine radiobeacon DGPS performance to inform international discussions and receiver standardization.

Citation. Alan Grant, George Shaw and Martin Bransby, “Considering SBAS and marine radiobeacon corrections to support safe maritime operations.”

Evaluation of WAAS for Use in Canadian Waters

Mariners navigating in Canadian waters use a ground-based augmentation system (GBAS) that provides differential corrections and integrity monitoring of GPS. This GBAS has been provided since 1994 by the Canadian Coast Guard (CCG) in the form of a differential GPS (DGPS) broadcast service. The service is only provided south of latitude 60°N in collaboration with the U.S. Coast Guard. Before embarking on a recapitalization program of its 24-year-old DGPS, and given that the U.S. Coast Guard is progressively shutting down its National Differential GPS sites, the CCG is evaluating options for its own DGPS network. Options include the wide-area augmentation system (WAAS), originally developed by the U.S. Federal Aviation Administration for civil aviation. This paper describes the authors’ evaluation for the CCG to determine the expected accuracy, integrity and availability of WAAS throughout Canadian waters, concluding that the current WAAS provides acceptable accuracy and integrity for most of Canada, excluding the higher latitudes.

Citation. Gregory Johnson, Gaurav Dhungana and Jean Delisle, “An Evaluation of WAAS 2020+ to Meet Maritime Navigation Requirements in Canadian Waters.”

GNSS + INS for Attitude Determination

Attitude determination (AD) is an important navigation component for ships and spacecraft. GNSS enables resolving their orientation in a precise and absolute manner, by employing multiple antennas rigidly mounted on the vessel. This requires carrier-phase observations, with the consequent added complexity of resolving integer ambiguities. Inertial aiding has been extensively exploited for AD, because it enables tracking fast rotation variations and bridging short periods of GNSS outage. In this paper, the fusion of inertial and GNSS information is exploited within the recursive Bayesian estimation framework, applying an Error State Kalman Filter, which, unlike common Kalman filters, tracks the error or variations in the state estimate, posing meaningful advantages for AD. The results show that the inertial aiding, along with a constrained attitude model for the float estimation, significantly improve the performance of attitude determination compared to classical unaided baseline tracking.

Citation. Daniel Medina, Vincenzo Centrone, Ralf Ziebold, and Jesús García, “Attitude Determination via GNSS Carrier Phase and Inertial Aiding.”

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Seen & Heard: Pedestrian safety, canoe tracking

Image: Kinesis

Image: Kinesis

Keeping canoeists afloat

The United Kingdom’s Hire a Canoe company has installed Kinesis trackers on its fleet to manage transport of clients to and from their water sport activities. Real-time traffic updates and live Estimated Time of Arrival calculations help manage riverside customer pickup, while advanced geofencing provides instant notification if a canoe, kayak or paddle board leaves a defined zone during off hours.


Moscow historical district. (Photo: poludziber/iStock Editorial/Getty Images Plus)

Moscow historical district. (Photo: poludziber/iStock Editorial/Getty Images Plus)

Glonass aims for pedestrian safety

Russian company Glonass is investing RUB 4–5 million in a mobile application aimed at pedestrian safety, reports Telecompaper. The app will warn pedestrians using smartphones and headphones of approaching cars, based on an AI collecting data from smart traffic lights. Tests will take place in 2020 in the Samara, Volgograd, Tomsk, Kursk, Tambov and Moscow regions.


Image: Vladimir Obradovic/iStock/Getty Images Plus

Image: Vladimir Obradovic/iStock/Getty Images Plus

GPS spoofing service

Virtual private network (VPN) Surfshark has added GPS Spoofing to its Android VPN. The new optional feature allows users to shield their online presence from unsolicited tracking by giving them the ability to change their device’s physical GPS location. The new feature is for “privacy conscious people” who want “to keep their physical location information only to themselves.” Instead of the user’s location, the app provides one of the Surfshark VPN server locations.


Image: Skytruth

Image: Skytruth

‘Spoofing circles’ appear in China

“GPS spoofing circles” have been discovered at 20 locations along the Chinese coast, according to the non-profit environmental group Skytruth. Of the locations observed, 16 were oil terminals; the others were corporate and government offices. The spoofing in Shanghai resulted in reported positions from ships, fitness trackers and other GPS-enabled devices forming circles some distance from the shore — a phenomenon first observed by the non-profit C4ADS. Professor Todd Humphreys briefed the phenomena at an Institute of Navigation conference in September, and MIT Technology Review published an article about it in November 2019.

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Finding time: Accuracy test of Locata Network takes place at White Sands

By Christopher Black

An accuracy test of the Locata Network — a non-GPS-based positioning system installed at the U.S. Air Force White Sands Missile Range in New Mexico — focused on timing down to the nanosecond, with impressive results.

In 2018, the 746th Test Squadron (746 TS) tested its Non-GPS-Based Positioning System (NGBPS) at White Sands Missile Range as an alternative to GNSS for precise time transfer and synchronization. This was the first independently measured and characterized testing program for the NGBPS, which leverages Locata’s radio-based position, navigation and timing (PNT) technology to achieve high accuracy independent of GPS.

Using specific parameters and equipment configurations, independent experts proved Locata’s absolute and relative time synchronization and frequency stability performance. Under testing, the NGBPS provided exceptional time transfer and frequency stability across large areas.

With these successful results in hand, the U.S. Department of Defense will be able to leverage this capability for programs requiring high-precision time and frequency distribution, without relying on GPS alone. Plus, the system is flexible — Locata’s area of transmission can be increased to cover substantially larger areas than at White Sands for safety-of-life, military or government-mandated systems.

With USNO personnel, members of the 746 TS reconfigure the Master LocataLite site for the test. (Photo: 746 TS/USAF)

With USNO personnel, members of the 746 TS reconfigure the Master LocataLite site for the test. (Photo: 746 TS/USAF)

Background

Over the past two decades, the free availability of GPS time has enabled a plethora of time-dependent applications. Time and frequency synchronization between remote locations is crucial for digital communication systems, electrical power grids and financial networks, to name a few. Military operations also require accurate and reliable time information. Typically, these applications require accurate time synchronization ranging from 10 microseconds (μs) down to 100 nanoseconds (ns). Yet, while our critical reliance on GPS for time transfer continues to escalate, GPS remains susceptible to interference, disruption or denial.

A technician with the 746 TS re-aims a LocataLite antenna for an alternative TimeLoc configuration. (Photo: 746 TS/USAF)

A technician with the 746 TS re-aims a LocataLite antenna for an alternative TimeLoc configuration. (Photo: 746 TS/USAF)

Locata. Locata Corp., a privately owned Australian company with a U.S. subsidiary, invented a radio-location technology that provides precise PNT for environments where GPS coverage is unavailable. Locata ground-based PNT technology delivers positioning that, in many scenarios, far exceeds the performance and reliability of GPS. LocataNets, the company’s terrestrial networks, function as local ground-based replicas of traditional GPS position and timing services. They can be designed to reliably deliver a powerful, controllable, tailored signal as user applications require.

A LocataNet consists of synchronized LocataLite transceivers, all-in-one units that transmit and receive out of the same 10 x 5 x 1-inch box. Cables are connected to antennas for signal reception and transmission. Locata Rovers are mobile receivers within the network that use these synchronized LocataLite signals to calculate an accurate PNT solution.

The 746 TS employs the basic LocataNet laydown — multiple Slave LocataLites receive signals from a single Master LocataLite transceiver. The patented process by which slaves are synchronized to the master (or other slaves) is known as TimeLoc.

Until these new tests were run, the squadron’s attention had primarily been focused on the high-accuracy use of Locata’s position and navigation solution as an alternative to GPS when it is jammed, deceived or unreliable. But because all LocataLites are precisely synchronized via TimeLoc, network synchronization is a natural extension of Locata technology’s core capabilities.

In October 2015, GPS World reported that the United States Naval Observatory (USNO) showed LocataLites are a viable option for a stable 1 pulse per second (1 pps) distribution setup within an urban environment, where it can support applications such as cell-tower synchronization in GPS-challenged environments. The USNO tests demonstrated synchronization of less than 200 picoseconds — significantly better than any other known wireless network synchronization methodology, including GPS. If clear line-of-sight is available between a master and Slave LocataLite, precision is 50 picoseconds with frequency stability to 1×10-15 —better than a Stratum One atomic clock.

Because of the USNO’s timing expertise and familiarity with Locata TimeLoc testing, the 746 TS tasked the USNO to conduct independent synchronization experiments at White Sands, with the following objectives:

  • Evaluate the Locata master, slaves and non-Locata timing receiver at the master site in reference to USNO master atomic clock time.
  • Determine the Locata network’s internal, independent synchronization stability and accuracy.
  • Determine the Locata Rover’s 1 pulse per second (PPS) time stability and accuracy, for use in time transfer applications.

The primary purpose of the tests was to show that nanosecond-level time transfer is possible over significantly wide areas by using Locata, and that TimeLoc technology offers a relatively easy means of supporting exceptionally high-precision time and frequency distribution over large broadcast areas.

Slave LocataLite site layout. (Photo: 746 TS/USAF)

Slave LocataLite site layout. (Photo: 746 TS/USAF)

Synchronization Method

Since Locata technology was originally developed as an RF-based high-precision non-GPS-based positioning and navigation system, the time synchronization accuracy requirements for a LocataLite transceiver are very high. If centimeter positioning precision is desired for a Locata receiver, every small fraction of a second is significant; for instance, a 1-ns error in time equates to an error of approximately 30 centimeters (because of the speed of light).

TimeLoc is a patented high-accuracy wireless synchronization method developed by Locata Corp. It allows LocataLites to achieve high levels of synchronization without atomic clocks, external control cables, differential corrections or a master reference receiver.

The TimeLoc procedure is described in the following steps for synchronizing two LocataLites (see Figure 1).

  1. LocataLite A transmits a unique signal (code and carrier).
  2. The receiver section of LocataLite B acquires, tracks and measures the signal generated by LocataLite A.
  3. LocataLite B generates its own unique signal (code and carrier) which is transmitted, but, importantly, it is also received by the receiver section of LocataLite B.
  4. LocataLite B calculates the difference between the signal received from LocataLite A and its own locally generated and received unique signal. Ignoring propagation errors, the differences between the two signals are due to the clock difference between the two devices and the geometric separation between them.
  5. LocataLite B adjusts its local oscillator to bring the differences between its own signal and LocataLite A to zero. The signal differences are continually monitored and adjusted so that they remain zero. In other words, the local oscillator of B follows precisely that of A.
  6. The final stage is to correct for the geometrical offset (range) between LocataLite A and B, using the known coordinates of the LocataLites. When this step is accomplished, TimeLoc has been achieved.
Figure 1. The TimeLoc process. (Image: Author)

Figure 1. The TimeLoc process. (Image: Author)

The only requirement for establishing a LocataNet using TimeLoc is that LocataLites must receive signals from one other LocataLite. However, received signals do not have to come from the same central or Master LocataLite, because this may not be possible in difficult environments or when propagating the LocataNet over large areas. Instead, a LocataNet can “cascade” TimeLoc through intermediate LocataLites. For example, if a third LocataLite C can only receive the signals from B and not Master LocataLite A, it can use B’s signals for time synchronization instead of A’s, provided that B has already TimeLoc’d to the network. Therefore, by using “cascaded TimeLoc,” there is theoretically no limit to the number of LocataLites that can be synchronized.

Test item description

The NGBPS at White Sands consists of an operational LocataNet, where each node (a site instrumented with a LocataLite) is synchronized via Locata’s patented TimeLoc technique. The LocataNet, combined with a mobile Rover, is a subsystem of the 746 TS Ultra-High-Accuracy Reference System (UHARS), which provides PNT information in GPS-denied environments. The NGBPS operates in the 2.4-GHz industrial, scientific and medical band, which is far enough away from GPS frequencies to be unaffected by GPS jamming. Although it is currently used as a source of position truth during GPS jamming, the 746 TS understands that the NGBPS is potentially a source of high-accuracy timing data as well.

The UHARS is in the northern portion of White Sands Missile Range. It typically consists of 16 LocataLite sites. The master site is at North Oscura Peak, or NOP (labeled Northridge in Figure 2); all other sites are time synchronized to that master site.

Figure 2. Locata network at White Sands Missile Range. (Image: Author)

Figure 2. Locata network at White Sands Missile Range. (Image: Author)

Each LocataLite site consists of:

  • one LocaLite
  • two monuments—pillars for antenna placement (Note: The two new sites lack the permanent monuments for antenna placement)
  • two transmit antennas
  • one receive antenna
  • one meteorological station—for meteorological data
  • one communication antenna
  • one trailer for power and transport

The communications antenna at each site is attached to a UHF modem that is used for 746 TS remote control of the LocataNet. This allows remote data logging, reconfiguration or monitoring of the network without having to drive to each site. However, it should be noted that no communications system whatsoever is required for the Locata NGBPS TimeLoc capability to run.

To support the timing tests, the LocataNet was reconfigured several times to meet requirements of specific test objectives. These configurations are described below.

Static ground tests

Static ground tests involved multiple configurations. The first (Figure 3) consisted of two LocataLites (master and terminal slave) collocated at NOP close enough that their respective PPS outputs could be compared in a single time interval counter. A terminal Slave LocataLite was installed at NOP specifically for this test.

Figure 3. LocataLite Configuration 1: North Oscura Peak (NOP) site test instrumentation. (Image: Author)

Figure 3. LocataLite Configuration 1: North Oscura Peak (NOP) site test instrumentation. (Image: Author)

This setup also facilitated simple network reconfiguration to change the number of LocataLite sites being tested. By programming LocataLites to TimeLoc to specific sites at White Sands and redirecting their respective antennas accordingly, the TimeLoc chain under test could be expanded to have multiple sites between the LocataLite master and the collocated terminal slave without changing measuring equipment instrumentation at NOP. This means that the time transfer could hop, or cascade, between one or more sites and be measured with the same test instrumentation.

Configuration 2 consisted of three LocataLites: The master at NOP, a slave at Gran-Jean and the terminal slave at NOP. Again, the master and terminal slave were collocated close enough to each other that their respective PPS outputs could be compared in a single time interval counter, but this time the network was configured to cascade the TimeLoc signal through the slave at Gran-Jean, 29.20 km away. Since the TimeLoc signal now had to cascade through two sites and travel from the master at NOP to Gran-Jean and back to the terminal slave at NOP, the effective TimeLoc travel distance was 58.40 km (Figure 4).

Figure 4. LocataLite Configuration 2: Total TimeLoc distance is 58.40 km. (Image: Author)

Figure 4. LocataLite Configuration 2: Total TimeLoc distance is 58.40 km. (Image: Author)

Configuration 3 consisted of four LocataLites: The master at NOP, a slave at Gran-Jean, a slave at Missy-Scenic and the terminal slave at NOP. This configuration forced the TimeLoc signal to cascade through three sites and travel a total distance of 73.84 km (Figure 5).

Figure 5. LocataLite Configuration 3: Total TimeLoc distance is 73.84 km. (Image: Author)

Figure 5. LocataLite Configuration 3: Total TimeLoc distance is 73.84 km. (Image: Author)

Ground vehicle test

For Configuration 4, a Locata Rover was instrumented on the squadron’s Small Test Vehicle (STV), which drove all accessible roads within the LocataNet’s coverage (Figure 6). During this mobile test, the LocataNet was configured with 10 active LocataLites. The Locata Rover in the vehicle used Locata signals from available nodes to calculate Locata network time, which was synchronized to the GPS timing receiver at NOP. The data collected determined how well network time is synchronized while in a moving vehicle.

Figure 6. Rover test installation on Small Test Vehicle. (Image: Author)

Figure 6. Rover test installation on Small Test Vehicle. (Image: Author)

Test results

To collect the required data, USNO first had to characterize the performance of the master site’s GPS timing receiver at NOP, and then synchronize it to two separate USNO atomic clocks that could be used as remote timing references for the tests. The GPS timing receiver is equipped with a rubidium oscillator, which produces a GPS-disciplined 1 pps output signal. Its internal rubidium clock is a stable source of time with an advertised UTC (USNO) offset of a best case 15-ns root mean square (RMS) and a worst case 100-ns RMS.

The cesium clocks output 5- or 10-MHz sinusoids and a 1 pps signal. The cesium clocks output 5- or 10-MHz sinusoids and a 1 pps signal and were characterized relative to the USNO correction receiver, which USNO personnel had characterized relative to UTC. Correction data available from a time interval counter could then be applied to tie the timing receiver back to USNO time. The measurements at NOP recorded the difference between the timing receiver and the cesium clocks. Using the relationship between the cesium clocks and UTC (USNO), one could characterize the timing receiver’s time relative to USNO time.

The USNO calibrated measurements at the nanosecond level using two methodologies. The most common approach was simply to compare two 1 pps signals, a method known as “tick-tick.” Another important methodology is referred to as a “tick-phase,” which is a measurement of a sinusoidal signal compared to a 1 pps reference. Some timing equipment will have discrete time jumps with certain tick-phase measurements, because of how narrow the distance between the rising edges of a sine wave is compared to a 1 pps signal.

There’s a chance that the 1 pps signal is close to two rising edges of a sine wave, causing the signal to jump back and forth in its timing measurement, depending on which rising edge of the sine wave it uses.

Measurements were further complicated by the delicate nature of cesium clocks, which perform best under finely controlled laboratory conditions. Each cesium reference exhibits its own characteristics that must be observed, measured, and accounted for. Moreover, transporting them to White Sands Missile Range for this test where temperature fluctuations, moving vehicle vibrations, and altitude variations among devices were introduced made synchronization of these clocks particularly challenging. For example, USNO discovered that the Cesium Clock #1 had its internal batteries disconnected — possibly through the original shipment to White Sands, the constant vehicle vibrations while driving on the range, a faulty wiring in the battery terminals, or possibly a combination of all. This problem induced a random offset in the clock, and calibration had to be re-accomplished to reestablish traceability back to UTC (USNO).

Figure 7 shows each cesium clock’s measured drift rate in nanoseconds/second and its corresponding linear fit. This trendline can then be used to project cesium clock #2 to the past and compare it to the measurements of cesium clock #1.

Figure 7. USNO cesium clocks with trendlines. (Image: Author)

Figure 7. USNO cesium clocks with trendlines. (Image: Author)

Figure 8 shows the relationship between the timing receiver and USNO master clock and its linear fit. Performing linear fit approximations of the cesium clocks likely introduced unknown errors, potentially increasing the variance of the 1 pps differences.

Figure 8. USNO versus timing receiver with linear fit. (Image: Author)

Figure 8. USNO versus timing receiver with linear fit. (Image: Author)

Comparing the 1 pps outputs of the LocataLite master and collocated LocataLite slave to the master site reference clocks (CS2 or timing receiver 1 pps out), the data is traceable back to USNO using the linear fits found for both the USNO timing receiver and cesium clock #2 (Figure 9).

Figure 9. USNO compared to Locata system for May 9, 2018, time interval counter measurements. (Image: Author)

Figure 9. USNO compared to Locata system for May 9, 2018, time interval counter measurements. (Image: Author)

LocataLite timing measurement bias was within 40 ns, and the stability was within 3.7 ns of the reference clocks (see Table 1). The stability of the system is encouraging, as the mean offset can be driven down by more precise measurements and more precise calibrations such as using a two-way satellite time-transfer calibration method (TWSTT).

Table 1. USNO compared to Locata system tabulated values and statistics. (Image: Author)

Table 1. USNO compared to Locata system tabulated values and statistics. (Image: Author)

In Table 2, we compare measured data of the 1 pps outputs of the LocataLite master to the collocated LocataLite slave and compute the Locata network internal synchronization in each of the network configurations tested. The data reveals that the network synchronization accuracy is ≤ 2.1 ns. Unfortunately, during Configuration 2 testing, which propagated the TimeLoc signal from NOP to Gran-Jean and back (a total distance of 58.40 km), a technician inadvertently obstructed line-of-site between Locata antennas and consequently temporarily disturbed TimeLoc. Those data points were not removed before this analysis, which is why the reported standard deviation in that configuration, although quite good at 2.1 ns, is nevertheless uncharacteristically high.

Table 2. LocataNet internal synchronization. (Image: Author)

Table 2. LocataNet internal synchronization. (Image: Author)

Finally, Figure 10 shows the timing measurements between the USNO master clock and the mobile Locata Rover, via the cesium clock #1 linear fit. Unlike in the LocataLite tests, the Rover is not TimeLoc’d to the network. Instead, it simply calculates its time from LocataLite signals within its line of sight, similar to how a GPS device will calculate its time from satellite signals. During this test, the Rover’s calculated timing accuracy showed a mean of 5.4 ns and stability within 9.7 ns of the USNO master clock, while driving all over the northern portion of the range. To produce the plot, 927 outliers were removed (3 sigma). The outliers occurred at the beginning and ending of the test, when the vehicle was moving from its parking location at Stallion Range Center (outside the operational LocataNet) to the test route and back. The buildings in the area obstructed line of sight and induced significant multipath, which degraded the Rover’s calculations.

Figure 10. USNO LocataLite Rover via CS1 linear fit. (Image: Author)

Figure 10. USNO LocataLite Rover via CS1 linear fit. (Image: Author)

Conclusion

This endeavor for USNO to characterize the 746 TS NGBPS was met with many challenges, which emphasize the real-world difficulty of measuring time at these extremely fine levels in the field using atomic clocks. The USNO found that some non-linearity started occurring in the USNO – Cesium Clock #2 measurements because of the container of Cesium Clock #2 not being ideal for temperature stability. They also discovered that Cesium Clock #1 had its internal batteries disconnected due to an unknown cause. However, because of deliberate measurements between Cesium Clock #1 and Cesium Clock #2, the USNO was still able to provide calibration measurements but with degradation in the measurement clarity.

From the data collected, USNO personnel found:

  1. The GPS timing receiver at NOP produced 1 pps timing accuracy consistent with its 15-ns RMS specification. Therefore, the reference time delivered to the Master LocataLite was synchronized to UTC within 15 ns.
  2. A standard deviation measurement from Master LocataLite to UTC of under 4 ns.
  3. Locata’s master-to-slave internal time synchronization (independent of GPS) was measured to be between 100 ps and 2.1 ns in 3 different Locata network configurations spanning distances up to 73.84 km (45.88 miles).
  4. The timing measurements in the mobile Rover test show its ability to provide accurate time with a standard deviation of around 10 ns.

Many lessons learned throughout this experiment could be implemented to get more accurate measurements, especially when looking at the accuracies of the GPS time transfer throughout the NGBPS. Looking ahead, more accurate calibration values for both the GPS timing receiver and the Master LocataLite could be made by using a TWSTT method. This would simplify the number of measurements and provide a 1 pps signal of USNO’s master clock, resulting in up to 1 ns of accuracy in the reference time delivered to the Master LocataLite. Depending on the requirements of customers needing NGBPS time at White Sands, the 746 TS and USNO can potentially recharacterize the NGBPS timing accuracy and stability using this methodology.

Manufacturers

The LocataLites and Rovers that create much of the 746 TS NGBPS are manufactured by Locata Corp. The NGBPS synchronized to GPS time via a Microsemi ATS6501 timing receiver. The cesium clocks were Hewlett-Packard 5071A cesium primary frequency standard devices. The USNO used a Novatel ProPak3 for correction data, measured using a Keysight 53230A time interval counter.


Christopher Black earned a B.S. and M.S. in electrical and computer engineering from New Mexico State University. In November 2017 he joined the 746th Test Squadron, Holloman Air Force Base, as a navigation warfare analyst. Now, as lead reference engineer, he heads up research, development and maintenance of the squadron’s reference systems, including UHARS.

This article has been approved by the USAF for public release, #AEDC2019-205.

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Editorial Advisory Board Q&A: High-precision surveying and GPS III

What improvements will GPS III bring to high -precision surveying? When? Will these improvements require any changes in equipment and/or processes?

Photo: Nearmap

Tony Agresta, Nearmap

“The biggest impact of GPS III to high precision surveying will be a full constellation of L5 satellites. Triple frequency will bring faster convergence times and better accuracy in more difficult conditions. GPS III will better align with Galileo and BeiDou with L1C which means better availability in restricted sky conditions. Users will want to have equipment capable of supporting these new signals, in antenna and receiver HW as well as the signal processing done on board.”
Tony Agresta
Nearmap


Jean-Marie Sleewaegen

Jean-Marie Sleewaegen

“Of all the improvements brought by GPS III, the new L1C signal will probably have the biggest impact on high-precision surveying. Compared to L1 C/A, L1C brings better reception in difficult environments, improved availability thanks to the “pilot” component, enhanced resilience to jamming attacks, and better interoperability with Galileo, BeiDou and QZSS. Many receivers do support L1C already, but the benefits will become more tangible as the GPS III constellation grows.”
Jean-Marie Sleewaegen
Septentrio


Members of the EAB

Tony Agresta
Nearmap

Miguel Amor
Hexagon Positioning Intelligence

Thibault Bonnevie
SBG Systems

Alison Brown
NAVSYS Corporation

Ismael Colomina
GeoNumerics

Clem Driscoll
C.J. Driscoll & Associates

John Fischer
Orolia

Ellen Hall
Spirent Federal Systems

Jules McNeff
Overlook Systems Technologies, Inc.

Terry Moore
University of Nottingham

Bradford W. Parkinson
Stanford Center for Position, Navigation and Time

Jean-Marie Sleewaegen
Septentrio

Michael Swiek
GPS Alliance

Julian Thomas
Racelogic Ltd.

Greg Turetzky
Consultant

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Janam unveils rugged tablet with u-blox inside

The HT1 is a slim, light, powerful “Android Enterprise Recommended” tablet

Photo: Janam

Photo: Janam

Janam Technologies, a provider of rugged mobile computers that capture data and communicate wirelessly, has introduced a powerful and advanced 8-inch rugged tablet. The HT1 is designed to improve line of business applications including put-away and replenishment, cross docking, shipping and receiving, inventory management, merchandising and clientele management.

Besides a stylish design paired with military-grade ruggedness, the HT1 offers dual-frequency GNSS using the u-blox M8 chip. It can provide accuracy within three feet in open skies and 15 feet in denser environments.

Janam introduced the tablet at the National Retail Federation Annual Conference and Expo (NRF 2020), taking place Jan. 11-14 in New York City.

As part of Google’s Android Enterprise Recommended (AER) program, Janam’s HT1 completed rigorous testing and is guaranteed to meet the most demanding enterprise-level requirements. AER certification also ensures a seamless deployment, familiar user experience and secure managed updates to deliver immediate improvements in productivity.

HT1 Facts

  • The HT1 rugged tablet provides latest-generation speed and performance and is purpose-built to thrive in any industry including retail, warehousing, manufacturing, field service, transportation, construction, law enforcement, hospitality and other tough work environments.
  • As a rugged tablet running Android 9 (with ability to be upgraded to future generations of Android) in Google’s AER program, the HT1 delivers a premium experience for mobile workers. Timely security updates extend the HT1’s product lifecycle while providing IT teams with more control to keep business-critical data safe and secure.
  • With LTE speeds up to three times faster than most 4G LTE devices, advanced Wi-Fi and Bluetooth technology, Janam’s HT1 provides robust connectivity and lightning-fast voice and data inside four walls and out on the road.
  • The versatile HT1 features a 14-pin pogo connector to easily attach accessories such as Janam’s optional 2D imager module to provide high-performance scanning of printed and mobile barcodes. High-resolution front and rear cameras provide HT1 users with additional data capture support for proof-of-delivery, proof-of-condition, proof-of-service and more.
  • Sealed to IP67 standards, the HT1 provides reliable operation in the rain, snow or dust. It is MIL-STD-810G certified to withstand tumbles, vibration, ballistic shocks and repeated drops to concrete across a wide temperature range.
  • Equipped with an 8200 mAh hot-swappable and rechargeable battery, as well as a low-power Qualcomm octa-core processor with efficiency-boosting features, the HT1 provides all-day battery life for uninterrupted usage and maximum productivity.
  • A standard two-year warranty provides customers with both peace of mind and the level of service they expect, at no additional cost, with optional comprehensive service plans available to those that want to further extend their mobile computing investment.
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Working together for a more navigable world

“Diverse teams bring diverse ideas to the table, and that’s the best way to progress.”

So said Professor Sheila Rowan, the UK government’s chief scientific advisor to Scotland, opening the Royal Institute of Navigation’s 2019 International Navigation Conference. Professor Rowan’s comments set the scene perfectly. Success in navigation is no longer about just getting a fix, or even an accurate fix. To succeed as a system or application provider, diversity and collaboration are key, whether it be multiple disciplines and the skills that go with them, or a mix of ages, beliefs and backgrounds. So, what were some key messages to emerge from four days of working together?

John Pottle opens the 2019 International Navigation Conference sponsored by the Royal Institute of Navigation (RIN). (Photo: RIN)

John Pottle opens the 2019 International Navigation Conference sponsored by the Royal Institute of Navigation (RIN). (Photo: RIN)

More practical help for non-experts wanting to improve resilience in positioning, navigation and timing (PNT) is needed. The top request from delegates at the pre-conference short course was for more detailed and specific information on threats to PNT. Of particular interest were how to measure the impacts and test the merits of various mitigation approaches. In other words: how to assess risk? How to decide what steps to take?

User acceptance and regulatory/legal structures for driverless vehicles are greater challenges than the positioning and communications technology. In the UK and across Europe, projects are under way to evaluate good practices for so-called “beyond line of sight” drone flights. For driverless cars, while huge strides have been taken to enable secure and resilient absolute and relative positioning, much remains to be done. Practical issues were highlighted, such as over-cautious vehicles and a tendency for driverless cars to make occupants feel more travel sick. So work needs to be done to avoid a stressfully slow and sickly experience.

Skills and knowledge are changing — and education/training needs to, too. A major developed-world problem is that the experts with experience who have seen generation after generation of technology evolution are now in their later careers or retired. Because of the wealth of knowledge vested in these individuals — we can all think of some, I’m sure — organizations have tended to over-rely on them. A key theme of the conference closing plenary was that the community wants to do more to collaborate — that word again — to define training needs and figure out how to deliver the skills that are needed today and tomorrow.

The next couple of years bring fewer, bigger navigation conferences in Europe. The European Navigation Conference (ENC) 2020 takes place in Dresden, May 11–14, organized by the German Institute of Navigation, DGON. ENC2021 will be combined with the triennial global congress of the International Association of Institutes of Navigation (IAIN), Nov. 15–18, 2021, in Edinburgh, organized by the Royal Institute of Navigation.

Please save the dates — joining these events is rewarding and stimulating as we work together toward a more navigable world.


John Pottle is director of the Royal Institute of Navigation.