eNavigation

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e-Navigation eLoran

• Dr Sally BaskerDirector of Research and
  RadionavigationGeneral Lighthouse Authorities of
  the United Kingdom and Ireland

30 June 2006
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Contents

• Background
• e-Navigation
• eLoran
• Way Forward

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Background
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The General Lighthouse Authorities of the United
Kingdom and Ireland
The tri-GLA Research Radionavigation
directorate works on behalf of all three GLAs
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Around 80 of all accidents at sea are
attributable to human error1

• Tricolor
• Initial collision with the Kariba
• Two further collisions with Nicola and Vicky
  after wreck marking
• 100 near misses in 10 months needed to disperse
  the wreck
• Causes poor standards of watchkeeping too few
  watchkeepers heavy workloads poor bridge
  organisation partial processing of nautical
  safety and reduced awareness of what is
  happening outside the bridge windows
• Oil spills 1974 20052
• Collisions and groundings accounted for 44 of
  intermediate spills (7 700 tonnes) and 63 of
  large oil spills (gt700 tonnes)
• Impact is both environmental and economic

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Ships are getting larger and faster traffic is
becoming more congested3

• In June 2006 the company Royal Caribbean plans to
  launch a vessel of 158,000 tons, with
  accommodation for 3,600 passengers
• The SuperSeaCat is more than 100 metres long,
  carries 800 passengers plus 175 cars, and
  operates at 38 knots

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2020 The Vision

• Released 2004
• Concerns about GNSS vulnerability
• Terrestrial RNAV backup essential
• Loran-C is the only candidate and a pre-requisite
  for rationalising the physical AtoN infrastructure

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The Case for eLoran

• Released 8 May 2006
• Ensuring safety
• Radionavigation dividend
• Key enabler for e-Navigation

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e-Navigation
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e-Navigation - making safe navigation easier and
cheaper

• The collection, integration and display of
  maritime information onboard and ashore by
  electronic means, to enhance berth-to-berth
  navigation and related services, for safety and
  security at sea, and protection of the marine
  environment
• Widespread support at IMO and IALA
• Delivery
• GNSS underpinned by fail-safe supplementary
  position signals
• Integrated displays communications
  information management alarm prioritisation
  shore-based monitoring intervention
• It will enable new applications
• Virtual AtoNs for the early marking of wrecks or
  other hazards before they are marked physically
  with wreck-marking buoys

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Wreck Marking a possible eNavigation approach
5. At 01.15 the AtoN service provider vessel
lays wreck marking buoys in the exclusion zone
that remains in place until wreck dispersed
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Benefits of e-Navigation for this wreck-marking
scenario

• Wreck-marking virtual exclusion zone improves
  safety
• Prevents ship pile-up before marking physically
• Provides a safe environment for deploying wreck
  marking buoys
• Continuous display and alarming prevents ship
  pile-up after marking
• Continuous display and alarming provides a safe
  environment for the wreck disposal teams
• There are also economic and environmental
  benefits associated with this scenario
• Reducing risk of pollution from ship pile-ups
• Reducing cost (ships, cargos, wreck dispersal,
  human life)
• Relies on ubiquity of fit including ECDIS
  (electronic chart display information systems)

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Technology requirements for this wreck marking
e-Navigation scenario

• This scenario relies on the following
  e-Navigation components
• (D)GNSS for positioning ECDIS (stabilised by
  GNSS) for navigation
• AIS for messaging on ship and shore (underpinned
  by GNSS) for situational awareness
• (D)GNSS, ECDIS and VHF for alarm generation and
  communication
• GNSS is a single point of failure
• Failure due to system, intentional or
  unintentional interference
• Probability of failure is low
• Impact of failure is high
• eLoran would make this more robust

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The impact of GPS on marine AtoN service provision
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There is a credible threat to the availability of
GPS

• CNN Newsflash, 20 April 2006
• Two Atlanta-area men in federal custody as part
  of a terrorism probe
• An affidavit from FBI agent Michael Scherck
  They also plotted how to disable the global
  positioning system in an effort to disrupt
  military and commercial communications and
  traffic
• Potential vulnerability
• Service outages from system failure
• Unintentional/intentional interference
• Foreseen in the 2001 Volpe Report4 the 2004
  ERNP study5
• Radionavigation services are identified
  explicitly as critical Information,
  Communications Technology in the ECs 2005 green
  paper on critical infrastructure protection6

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Reverting to physical AtoNs in the future
safety may worsen

• High levels of availability and reliability are
  needed for eNav
• Reverting from e-Navigation to physical AtoNs
  will become progressively more difficult
• Under some circumstances navigational safety
  might actually worsen
• A second, complementary, dissimilar, multi-modal
  and independent PNT service is needed to realise
  the full benefits of e-Navigation

PNT Position, Navigation and Time
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eLoran is the only option
This is driving the GLAs eLoran activity
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eLoran
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Loran Evolution - Technology
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Loran Evolution - Performance
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Harwich eLoran Port Approach Trial
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Results
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The Way Forward
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The world has changed hugely since the ECs Loran
Study in 2001

• Terrorism
• 911 (2001), Madrid, London (2005)
• Awareness of GPS jamming
• The need for critical infrastructure protection
• Volpe (2001), ERNP (2004), EC Green Paper (2005)
• e-Navigation in the maritime sector
• IMO (2006), IALA (2006)
• Evolution of Loran
• Improved performance from approx 400m to sub-10m

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Taking the ERNP Study forward now is important
for safety and security

• High-level benefits include
• Improved harmonisation of European
  radionavigation services
• Rationalisation of the radionavigation
  infrastructure
• Iincreases safety and security and reducing
  dependency on GPS
• Promotion of multi-modal systems to enable cost
  efficient solutions
• Increase stability to allow industry to plan
  future investment
• On vulnerability
• The stability and robustness would be improved
  by the availability of Galileo, EGNOS and Loran-C
  services. Critical infrastructure applications
  should implement diverse services to mitigate
  vulnerability and ensure continuity of service
• eLoran is the only real stand-alone alternative
  to satellite radio-navigation services for many
  market sectors (including maritime, land and
  timing)

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ERNP Study also emphasises the economic rationale

• EGNOS and Galileo have the potential to deliver
  78 of the policy benefits and this provides a
  compelling justification for selecting EGNOS and
  Galileo as core ERNP services
• The benefit/cost ratio of Loran-C/Eurofix was
  also found to be compelling although the EUs
  initial role is standardisation given the
  changing institutional environment
• 22 of the policy benefits for 4 of the total
  cost
• The Study recommended7 that The EU should work
  with Member and associated States and appropriate
  international organisations in order to secure
  both transport and wider socio-economic benefits
  delivered by Loran-C

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Working Together (1)

• eLoran is the future
• The GLAs are broadcasting Loran signals on a
  trial basis, conducting demonstrations and
  undertaking their own economic analysis
• We are keen to work with others to explore the
  the benefits of eLoran

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Working Together (2)

• In response to the changing world and the ERNP
  recommendations the GLAs suggest that the EC
  initiates a three-year eLoran assessment
  programme arriving at a well-informed EU policy
  on eLoran
• Identifying appropriate long-term institutional
  arrangements
• Leading the development of global eLoran
  standards
• Considering long-term funding for eLoran services
• Supporting eLoran operations for research
  purposes
• Supporting the development of eLoran user
  equipment
• Assessing how eLoran can deliver benefits in
  different user environments

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References

• Squire, D. The Human Element in Shipping.
  www.he-alert.com, January 2005
• International Tanker Owners Pollution Federation.
  ITOPF Handbook 2006/7
• Source MAN BW Diesel A/S. Propulsion Trends in
  Container Vessels. www.manbw.com
• John A Volpe National Transportation Systems
  Center. Vulnerability Assessment of the
  tansportation infrastructure relying on the
  Global Positioning System. August 29th, 2001
• Helios Technology Ltd. Recommendations towards a
  European Union Radionavigation Plan (ERNP).
  Executive Summary, October 2004
• European Commission. Green paper on a European
  programme for critical infrastructure protection.
  Brussels, 17.11.2005, COM(2005) 576 final
• Helios Technology Ltd. Recommendations towards
  the development of a European Radionavigation
  Plan (ERNP). October 2004
• US Federal Radionavigation Plan, 2005
• M Narins, The Road to an eLoran Decision in the
  United States, Journée utilisateurs GNSS/Loran C,
  Ecole Nationale Supérieure des Techniques
  Avancées, Paris, France, 1 July 2005