Ocean navigation – Nathaniel Bowditch http://nathanielbowditch.org/ Mon, 13 Jun 2022 02:10:02 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 https://nathanielbowditch.org/wp-content/uploads/2021/10/icon-27.png Ocean navigation – Nathaniel Bowditch http://nathanielbowditch.org/ 32 32 Magnetic Navigation 2022 – Free from GNSS? https://nathanielbowditch.org/magnetic-navigation-2022-free-from-gnss/ Thu, 09 Jun 2022 19:26:13 +0000 https://nathanielbowditch.org/magnetic-navigation-2022-free-from-gnss/ Dana Goward, President, Resilient TNP Foundation In a world where GPS and other GNSS signals can be easily denied or, worse, spoofed, interest in other forms of navigation has rebounded. Imagine being able to locate yourself just inches away with your mobile phone – deep underground. Or inside a metal structure. Or underwater (assuming you […]]]>

Dana Goward, President, Resilient TNP Foundation

In a world where GPS and other GNSS signals can be easily denied or, worse, spoofed, interest in other forms of navigation has rebounded.

Imagine being able to locate yourself just inches away with your mobile phone – deep underground. Or inside a metal structure. Or underwater (assuming you can keep your gear dry).

No satellite signals, no Wi-Fi telemetry, no inertial system. Just the ambient magnetic flux that constantly surrounds us all. Everywhere.

It’s the vision AstraNav Vice President Martin Neill offered to the President’s National Advisory Council on Space Technologies, Positioning, Navigation and Timing in May.

Animals have used the earth’s magnetic field to find their way for millions of years. People have been using magnetic compasses for over a thousand. Until the advent of GPS, magnetic compasses were fundamental tools for air and sea navigation, especially when out of sight of easily recognizable landmarks.

Then GPS arrived and almost everyone’s eyes turned to space.

But in a world where GPS and other GNSS signals can be easily denied or, worse, spoofed, interest in other forms of navigation has rebounded. And because GPS has helped demonstrate the effectiveness of geospatial services, users also want these services to be more resilient and work in places that signals from space simply cannot reach.

According to Neil, “Our solution leverages inexpensive magnetometers, smartphones, machine learning, edge computing, and incredibly complex math to convert raw magnetic data into a source of ultra-accurate location data. These rRelatively recent technological developments allow us to bring things together for a major update to an age-old way of navigation and positioning.

Describing AstraNav as a software technology company, Neill said the company’s system is “hardware agnostic”. It can run on “pretty much anything that has a magnetometer. No additional hardware or external connectivity is required, and we can run on any existing operating system.

Image: Credit: Petrovich9/iStock/Getty Images Plus/Getty Images

Image: Credit: Petrovich9/iStock/Getty Images Plus/Getty Images

The company has retail, automotive and telecommunications partners validating the technology. They have also worked with a US Department of Defense (DOD) combatant commander to demonstrate the product, as well as Virginia Tech and its National Security Institute (VTNSI). Describing two real-world trials and boardroom use cases, he said, “This technology is real, and we’re doing it.”

Most previous magnetic navigation efforts relied on relatively low resolution maps. A plane could find its way safely across the ocean using available maps and likely find itself within a mile or two of an airport. Much higher resolution maps built through surveys and artificial intelligence are key to AstraNav’s centimeter accuracy with systems that continue to learn on their own.

Intellectual property is AstraNav’s main asset. “We have several patents filed and pending,” Neill said. “Our IP is what allows us to detect and analyze magnetic fields so finely, to develop maps and to use very low-cost magnetometers, like those in cell phones.”

Several people at the advisory board presentation expressed surprise that they hadn’t heard of the company and this capability before. “We’ve been busy establishing ourselves as a company, supporting our first commercial customers, and doing demonstrations for various people within DOD,” Neill explained. “This presentation is done through our release party. We’re very eager to get better known and look forward to explaining our capabilities one-on-one with potential users. »

Citing an abundance of proprietary material, Neill was unwilling to discuss many technical details during the public meeting. His short presentation, he said, was meant to raise awareness and stimulate interest.

The number of people present who, after the presentation, said they were eager to learn more showed that he had succeeded.


Dana A. Goward is president of the Resilient Navigation and Timing Foundation

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Drone Navigation System Market Size, Scope and Forecast https://nathanielbowditch.org/drone-navigation-system-market-size-scope-and-forecast/ Thu, 09 Jun 2022 18:55:27 +0000 https://nathanielbowditch.org/drone-navigation-system-market-size-scope-and-forecast/ New Jersey, United States – The objective of the report is to provide a detailed analysis of the Drone Navigation System market. The study involves study of complex data in a simple way, along with the past and current state of the industry, and anticipated market size and trends. The report examines all areas of […]]]>

New Jersey, United States – The objective of the report is to provide a detailed analysis of the Drone Navigation System market. The study involves study of complex data in a simple way, along with the past and current state of the industry, and anticipated market size and trends. The report examines all areas of the industry, with a focus on important companies such as major players, followers and newcomers.

The research includes a PORTER, PESTEL analysis as well as the possible influence of the microeconomic elements of the market. Both external and internal factors that are expected to positively or negatively impact the industry have been examined, providing decision makers with a clear futuristic view of the industry.

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Key Players Mentioned in the Drone Navigation Systems Market Research Report:

BAE Systems plc, Hexagon AB, UAV Navigation, Parker Hannifin Corp, Northrop Grumman Corp., AeroVironment Inc., SZ DJI Technology Co. Ltd., SBG Systems SAS, Collins Aerospace, Honeywell.

By studying the market segments and assessing the size of the global Drone Navigation System market, the research also aids in understanding the dynamics and structure of the Drone Navigation System market. The research will be a comprehensive guide with a clear picture of the competition analysis of leading competitors in the global Drone Navigation Systems market by product, price, cash flow, product line, strategic initiatives and regional presence.

The research also provides profiles of leading companies in the Drone Navigation System industry along with their SWOT analyzes and market strategies. Additionally, the research focuses on major market players, providing details such as company biographies, components and services provided, financial records, and more.

Drone Navigation System Market Segmentation:

Drone Navigation Systems Market, By Product

• Autonomous Semi-Autonomous
• Remote

Drone Navigation Systems Market, By Application

• Civil and commercial
• Military

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Scope of the Drone Navigation System Market Report

ATTRIBUTES DETAILS
ESTIMATED YEAR 2022
YEAR OF REFERENCE 2021
FORECAST YEAR 2029
HISTORICAL YEAR 2020
UNITY Value (million USD/billion)
SECTORS COVERED Types, applications, end users, and more.
REPORT COVER Revenue Forecast, Business Ranking, Competitive Landscape, Growth Factors and Trends
BY REGION North America, Europe, Asia-Pacific, Latin America, Middle East and Africa
CUSTOMIZATION SCOPE Free report customization (equivalent to up to 4 analyst business days) with purchase. Added or changed country, region and segment scope.

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Inmarsat satellite tests signal to replace lost UK navigation capability https://nathanielbowditch.org/inmarsat-satellite-tests-signal-to-replace-lost-uk-navigation-capability/ Wed, 08 Jun 2022 21:13:04 +0000 https://nathanielbowditch.org/inmarsat-satellite-tests-signal-to-replace-lost-uk-navigation-capability/ TAMPA, Fla. — Inmarsat announced June 8 that it had begun transmitting a test navigation signal from an aging satellite to help the United Kingdom replace space capabilities it lost after Brexit. The UK satellite operator is leading a group of local companies developing an alternative to the European Geostationary Navigation Overlay Service (EGNOS), which […]]]>

TAMPA, Fla. — Inmarsat announced June 8 that it had begun transmitting a test navigation signal from an aging satellite to help the United Kingdom replace space capabilities it lost after Brexit.

The UK satellite operator is leading a group of local companies developing an alternative to the European Geostationary Navigation Overlay Service (EGNOS), which Europe is using to augment and improve GPS services in the region.

The UK lost access to EGNOS satellites and ground stations last summer following the country’s vote in 2016 to leave the European Union.

This includes access to the EGNOS Safety-of-Life (SoL) service which allows aircraft to perform high-precision landing approaches with fewer costly ground-based navigation aids.

The UK’s departure from the EU also means the country is no longer involved in Galileo, Europe’s global navigation satellite system (GNSS) which is expected to reach full operational capability this year.

The UK government has said it is looking to develop a variety of independent space capabilities following Brexit, which also aligns with its strategy to grow the country’s domestic space industry.

According to Inmarsat, it has repurposed a transponder on its I-3 F5 satellite to broadcast a Positioning, Navigation and Timing (PNT) signal which provides a test bed to replace EGNOS SoL services.

The operator said the signal will help UK businesses and regulators validate plans for a UK Sovereign Space Based Augmentation System (UKSBAS) to complement GPS.

The plan is for the UKSBAS to use an overlay signal to improve services for satellite navigation users in UK airspace and waters, increasing positioning accuracy to within centimeters compared to the few meters provided by GPS. only standard.

Although the I-3 F5 was launched in 1998 to provide connectivity over the UK and the Atlantic Ocean, Inmarsat spokesman Matthew Knowles said it should have enough of fuel to continue operating even after the end of the first phase of UKSBAS testing. July.

Goonhilly earth station provides the signal uplink for testing from Cornwall in the South West of England. GMV NSL, the UK satellite navigation specialist owned by Spanish technology provider GMV, generates navigation data from the signal.

Knowles said the companies received around $1.5 million last year from the UK Space Agency, through the European Space Agency’s Navigation Innovation and Support Program (NAVISP), to conduct the first phase of testing.

He said further testing phases would need to take place until mid-2024 before the UKSBAS could become operational.

In 2017, Inmarsat started testing for a similar augmentation network from another satellite in its fleet for Australia and New Zealand, which are in the process of procuring an operational system through an open government tender.

Knowles said their program should “maybe start later this year or early next year.”

Navigation independence

The British government initially embarked on plans to develop its own GNSS after Brexit.

However, the government effectively decided against pursuing a full-fledged satellite navigation constellation in September 2020, when it replaced the GNSS project with its Space Based Positioning, Navigation and Timing Program (SBPP).

Inmarsat was one of six companies in May to win UK Space Agency awards under the SBPP – worth a total of over £2million – to study associated technical and cost issues satellite navigation systems.

UK Space Agency spokesman Gareth Bethell said the companies had since reported their findings to the government, who were considering them and “working on next steps”.

Knowles said the UKSBAS project will “help build industry skills and capabilities” should the government decide to pursue independent satellite navigation capabilities.

UK megaconstellation startup OneWeb, part-owned by the UK government, is also considering adding PNT to its current and next-generation satellite services.

Startups including California-based Xona Space Systems, which recently deployed a test satelliteare also developing constellation plans that could complement or replace existing GNSS capabilities.

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ESA uses GNSS to monitor environmental features – Inside GNSS https://nathanielbowditch.org/esa-uses-gnss-to-monitor-environmental-features-inside-gnss/ Mon, 06 Jun 2022 13:46:15 +0000 https://nathanielbowditch.org/esa-uses-gnss-to-monitor-environmental-features-inside-gnss/ The European Space Agency (ESA) is leveraging an innovative GNSS-based method for ocean surface topography, providing important environmental data for a range of applications. A project supported by the Discovery element of ESA’s core activities funding program recently investigated a GNSS-based technique for accurately measuring ocean surface topography (OST). The project was based on an […]]]>

The European Space Agency (ESA) is leveraging an innovative GNSS-based method for ocean surface topography, providing important environmental data for a range of applications.

A project supported by the Discovery element of ESA’s core activities funding program recently investigated a GNSS-based technique for accurately measuring ocean surface topography (OST). The project was based on an idea submitted by the Institute for Space Studies of Catalonia (IEEC) through the Open Space innovation platform.

OST is the study of the height of the ocean surface above the geoid, that is, the shape the ocean would have if all its currents and tides were calmed. OST is important for a variety of scientific and societal applications, such as current forecasting, climate research, ship routing, cable laying, and debris tracking. Other areas of application include fisheries management, shipping and offshore operations.

Observation of the Earth from space is the primary conventional means of monitoring the ever-changing shape of the sea surface. designed to carry out such measurements, in particular within the framework of the TOPEX/Poseidon, Jason-1 and Jason-2 missions.

A new approach to ocean surface topography

The GNSS-based approach taken by the ESA project was to assess satellite navigation signals reflected from the ocean surface at very low angles. At these so-called grazing angles, localized ocean waves and surface roughness have very little impact on the reflection process; the surface of the sea essentially acts as a very smooth mirror. Under these conditions, it is possible to obtain a very precise measurement of the surface altitude, with an accuracy of only a few centimeters.

Project partners, including IEEC, imedea, SOCIB and DLR, specially designed a novel GNSS receiver and collected reflected GNSS signals around the Balearic Islands in the Western Mediterranean. The team then processed the signals for optimized sea surface shape measurements.

ESA technical officer Manuel Martin-Neira said the results were very useful and paved the way for a new project called PRETTY (Passive Reflectometry and Dosimetry), which will perform grazing-angle GNSS altimetry from the ‘orbit. This CubeSat mission will host two science payloads, one of which will include a passive reflectometry system. It will use GNSS signals, both direct and reflected from the ocean surface, to observe differences in height of ice and water surfaces.

The ground footprint for reflective measurements is approximately 15 km x 15 km, sufficient resolution to significantly improve our understanding of global ocean energy transport and its role in climate change. PRETTY is expected to launch later in 2022.

HydroGNSS is another similar project funded by ESA and currently being launched. Partners led by Surrey Satellite Technology Ltd (SSTL) will use GNSS reflectometry to provide measurements of key hydrological climate variables including soil moisture, freeze-thaw state over permafrost, flooding and wetlands, and aboveground biomass. HydroGNSS is part of a wider series of ESA missions aimed at demonstrating the ability of small satellites to provide value-added science, either by miniaturizing existing technologies or using new sensing techniques.

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Avikus uses autonomous navigation for transoceanic travel https://nathanielbowditch.org/avikus-uses-autonomous-navigation-for-transoceanic-travel/ Fri, 03 Jun 2022 15:04:55 +0000 https://nathanielbowditch.org/avikus-uses-autonomous-navigation-for-transoceanic-travel/ Avikus and SK Shipping have successfully realized the autonomous navigation of a large merchant ship. Credit: Hyundai Heavy Industries (HHI) Group / PRNewswire. Avikus, a subsidiary of HD Hyundai, successfully led the transoceanic voyage of a 180,000 m2 ultra-large liquefied natural gas (LNG) carrier called Prism Courage, using autonomous navigation technologies. Presented as a world […]]]>

Avikus, a subsidiary of HD Hyundai, successfully led the transoceanic voyage of a 180,000 m2 ultra-large liquefied natural gas (LNG) carrier called Prism Courage, using autonomous navigation technologies.

Presented as a world first, the voyage was carried out by Avikus in collaboration with SK Shipping.

Equipped with Avikus’ Level 2 autonomous navigation solution called HiNAS 2.0, the vessel reached the Boryeong LNG terminal in Korea’s South Chungcheong province after 33 days of sailing from the freeport on the southern Gulf coast of Mexico.

The ship, which passed through the Panama Canal, covered half of the total 20,000 km distance with autonomous navigation technology.

Based on Hyundai Global Service’s Integrated Smartship (ISS) solution, the HiNAS 2.0 navigation system is said to support optimal routes and speeds.

The surrounding environment, such as weather and wave heights in nearby vessels, will be detected by the system’s artificial intelligence, helping to control the vessel’s steering commands in real time.

In addition to performing level one reconnaissance and judgment functions, level two autonomous navigation technology can control and operate the vessel.

Prism Courage’s energy efficiency is expected to increase by nearly 7% and its greenhouse gas emissions to decrease by approximately 5% through autonomous operations on optimal routes.

For verification of technology performance and stability, the voyage was conducted under the real-time monitoring of the American Bureau of Shipping (ABS) and the Korea Register of Shipping (KR).

After obtaining certification from ABS for self-propelled ocean crossing results, Avikus intends to commercialize HiNAS 2.0 technology this year.

Avikus CEO Do-hyeong Lim said, “It is significant that we have successfully tested the Tier 2 system to operate a vessel beyond Tier 1 technology providing optimal routes.

Related companies

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An LNG carrier undertakes a transoceanic journey with autonomous navigation https://nathanielbowditch.org/an-lng-carrier-undertakes-a-transoceanic-journey-with-autonomous-navigation/ Fri, 03 Jun 2022 06:41:21 +0000 https://nathanielbowditch.org/an-lng-carrier-undertakes-a-transoceanic-journey-with-autonomous-navigation/ LNG carrier Courage Prism made a transpacific voyage relying on autonomous navigation technology. The Hyundai subsidiary Avikus, in collaboration with SK Shipping, announced the completion of the trip on Thursday June 2. Courage Prism is equipped with Avikus’ autonomous navigation system called HiNAS 2.0, and the company says this is the first instance of a […]]]>

LNG carrier Courage Prism made a transpacific voyage relying on autonomous navigation technology.

The Hyundai subsidiary Avikus, in collaboration with SK Shipping, announced the completion of the trip on Thursday June 2.

Courage Prism is equipped with Avikus’ autonomous navigation system called HiNAS 2.0, and the company says this is the first instance of a ship using autonomous navigation technology on a transoceanic voyage.

The ship left Freeport on the southern Gulf Coast on May 1. It passed through the Panama Canal and arrived at Boryeong LNG terminal in South Korea’s South Chungcheong province after 33 days. The ship covered half of about 20,000 kilometers in total distance with HiNAS 2.0 autonomous navigation technology.

The HiNAS 2.0 system creates optimal routes and speeds based on Hyundai Global Service’s Integrated Smartship (ISS) solution. According to the company, its artificial intelligence recognizes the surrounding environment, such as weather and wave heights, and nearby vessels, then controls the ship’s steering commands in real time. The technology can control and operate the vessel as well as perform reconnaissance and judgment functions.

In this crossing of the ocean, Courage Prism increased energy efficiency by about 7% while reducing greenhouse gas emissions by about 5%, the company said. Besides, the system accurately recognized nearby ships during operation to avoid collision more than 100 times.

This voyage was conducted under the real-time monitoring of the American Bureau of Shipping (ABS) and the Korea Register of Shipping (KR) to verify the performance and stability of the technology. Avikus said it plans to bring HiNAS 2.0 to market sometime this year after receiving certification from ABS for the results of this self-propelled ocean crossing.

Captain Young-hoon Koh of Courage Prism said: “Avikus’ autonomous navigation technology was very useful in this ocean crossing test, especially in maintaining navigation routes, autonomously changing direction and avoiding nearby vessels, which were increasing all the working comfort of the crews.”

Avikus CEO Do-hyeong Lim said, “It is significant that we have successfully tested the Tier 2 system to operate a vessel beyond Tier 1 technology providing optimal routes.

“We will lead innovation in improving autonomous navigation solutions not only for large merchant vessels but also for small pleasure craft,” he said.

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“The ship goes to the surface” – Poor navigation, poor leadership led to submarine crash https://nathanielbowditch.org/the-ship-goes-to-the-surface-poor-navigation-poor-leadership-led-to-submarine-crash/ Thu, 26 May 2022 17:39:26 +0000 https://nathanielbowditch.org/the-ship-goes-to-the-surface-poor-navigation-poor-leadership-led-to-submarine-crash/ When the USS Connecticut hit an uncharted underwater hill at nearly 30 miles per hour in October 2021, sailors were rocked so hard that at least one suffered a concussion, and a sailor riding the guard in the engine room reported a huge oil spill which he assumed came from a ruptured pipe. A report […]]]>

When the USS Connecticut hit an uncharted underwater hill at nearly 30 miles per hour in October 2021, sailors were rocked so hard that at least one suffered a concussion, and a sailor riding the guard in the engine room reported a huge oil spill which he assumed came from a ruptured pipe. A report released this week by the Navy paints a minute-by-minute picture of the accident aboard the $3 billion Seawolf-class submarine.

On the bridge, trying to make sense of the violent impact, the duty dive officer tells the crew that “the ship is going to the surface” and orders the submarine’s dive planes to climb position maximum. Within seconds the ship was soaring to 31 degrees as another sailor stood ready for an emergency ballast shot. The mate, who suffered a fractured scapula in the accident, ordered the vessel to stabilize at a depth of 160 feet, but the dive officer did not hear the command, and in less than a minute the submarine broke through the surface of the ocean.

The Seawolf-class attack submarine USS Connecticut (SSN-22) arrives at Naval Base Kitsap after completing a four-month deployment to the Western Pacific region in 2012. US Navy photo.

When the on-board computers linked to the GPS satellites overhead, the crew discovered that they were about three quarters of a mile from where they thought they were – a huge navigational error and that meant that they had unknowingly sailed through the waters. it should have been marked as ‘stay away’ on their maps but was not.

Once on the surface, an engineer officer called back from the engine compartment: 5 gallons of cooking oil, used in the galley but stored in a mechanical compartment, had spilled. There was no leak.

A total of 11 sailors were injured in the accident at the bottom of the South China Sea, two seriously enough to require hospitalization, while Connecticut suffered near-catastrophic damage to her bow, including complete loss of her nose.

And the toll of the crash on the crew wasn’t just physical: As the ship limped towards Guam, seven sailors were identified as needing mental health treatment.

In subsequent interviews, investigators found that the number of sailors suffering mental health effects from the grounding had risen to 50.

All of this, the Navy now says, was preventable.

connecticut submarine report
USS Connecticut at U.S. Fleet Activities Yokosuka 2018. U.S. Navy photo by Mass Communication Specialist 1st Class Benjamin Dobbs.

Shallow polls

A command inquiry into the Connecticut grounding – dubbed “an apparent impact from a submerged object” – found that, despite fear and confusion after the violent impact, sailors reacted quickly and effectively to save their vessel .

However, Rear Admiral Christopher J. Cavanaugh, the investigating officer, discovered that the entire Connecticut leadership team, including Commander Cmdr. Cameron M. Aljilani, should be relieved of duty and separated from the Navy for dereliction of duty. Cavanaugh found “an accumulation of errors and omissions in navigation planning, surveillance team execution, and risk management well below US Navy standards. Careful decision-making and following the required procedures in any of these three areas could have prevented the grounding.

Cavanaugh found that Aljilani and his team had been cited for poor performance on several occasions in the previous two years, but had improved little. And, he found, a series of navigational errors in the hours leading up to the accident could have been avoided if the crew had behaved well.

Connecticut Submarine Report
Crew of the Seawolf-class fast attack submarine USS Connecticut in 2018 at US Fleet Activities Yokosuka. US Navy photo by Mass Communication Specialist 1st Class Benjamin Dobbs.

Although much of the exact location and navigational data in Cavanaugh’s report is redacted, the Connecticut appears to have transited through a poorly charted area of ​​ocean, where the crew should have known that uncharted obstacles and Shallower than expected bottom depths may be encountered. The ship’s navigator, who is not named in the public report, “reviewed and recommended an inadequate and unsafe sailing plan,” according to the report. Aljilani, his chief executive and other officers then missed opportunities to question route planning and failed to increase the number of sailors on duty on deck – a common practice in waters with poor underwater mapping, according to the report.

In the hours and minutes leading up to the accident, the bridge duty crew did not realize the ship had derailed, even though the ship’s sounder, called a fathometer, began to indicate a “shoaling rapid” – or an increase in the ocean floor beneath the ship. The mate, who directly supervised the ship’s deck, told Cavanaugh “he was concerned about shallower than expected soundings, but had not assessed the need for aggressive action.”

During a “verification” inspection with Navy instructors months before, Cavanaugh noted, the Connecticut crew had passed a similar scenario, reacting correctly to so-called “yellow” and “red” soundings – to less than 180 meters – from the fathometer, although the crew failed in this test to investigate the theoretical causes.

But even that performance, Cavanaugh found, was overwhelming; he wrote that the crew “peaked to meet the standards during inspections and assessments”, but when the inspectors were gone, “the leaders failed to maintain the day-to-day standards”.

Signs of “ineffective control”

Signs of poor leadership on the USS Connecticut emerged months before the submarine ran aground on an uncharted obstacle at the bottom of the South China Sea, an official Navy investigation has determined. Specifically, six months before Connecticut crashed into an underwater hill, the ship was parking at a dock in Point Loma, Calif., when it collided with – or “joined up with”, in naval terminology – the pier he was approaching.

The April 2021 minor accident revealed problems with the ship’s steering – the same problems, according to an investigator, that led to the October crash.

connecticut submarine report
Just two months before the October 2021 crash, Cmdr. Cameron Aljilani, commanding officer of USS Connecticut, left, welcomes Commander, U.S. 7th Fleet, Vice Admiral Karl Thomas, for a tour of the submarine at Fleet Activities Yokosuka. US Navy photo by Mass Communication Specialist 1st Class Amanda S. Kitchner.

A Navy investigation into allition (a collision involves two moving objects, such as two ships, while in an alliance, a moving ship strikes a stationary object), found that Aljilani and his management team maintained “degraded standards of navigation, planning, poor seamanship and ineffective command and control.

A Connecticut inspection in July 2020 came to similar conclusions regarding the crew. Afterwards, Aljilani received a performance letter citing the ship’s senior officers for “inadequate oversight, ineffective accountability practices, and superficial self-evaluation.” Aljilani received a second reprimand, a more formal letter of instruction, in February 2021, before the pier’s allision, “directing him to address the command’s overall performance, lack of improvement and unwillingness to accept the comments”.

But none of the poor inspection results or the allition led to any shootings.

Cavanaugh recommended that Aljilani, his chief executive, the ship’s navigator, assistant navigator, and deck officer at the time of the accident all face non-judicial sanctions and be fired from the navy. The investigator has recommended that all be charged under UCMJ rules for dereliction of duty, and all but the executive officer face charges for improperly endangering a vessel. The report recommends that other sailors, including the boat’s leader, should also be punished, but not separated.

The Connecticut is one of only three Seawolf-class submarines in the Navy, with a crew of 14 officers and 126 enlisted sailors, according to a Navy fact sheet. The class was built to hunt Soviet-era submarines and was expected to number up to 30 ships, but only three were built.

The ship is now back at its homeport of Bremerton, Washington. Repairs are expected to cost tens of millions of dollars.

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Global Marine Navigation Software Market Research Report 2022 to 2031 – Carbon Valley Farmer and Miner https://nathanielbowditch.org/global-marine-navigation-software-market-research-report-2022-to-2031-carbon-valley-farmer-and-miner/ Tue, 24 May 2022 18:10:23 +0000 https://nathanielbowditch.org/global-marine-navigation-software-market-research-report-2022-to-2031-carbon-valley-farmer-and-miner/ Marine Navigation Software market study by “marketreports.info” provides details about market dynamics affecting the market, market scope, market segmentation and overlays on major market players, highlighting the favorable competitive landscape by leading ActiveCaptain (US), C-Map (Norway), iNavX (France), KnowWake (US), MaxSea International (France), Microsoft (US), Navicom Dynamics (New- Zealand), Navionics (Italy), OpenCPN (US), Polar Navy […]]]>

Marine Navigation Software market study by “marketreports.info” provides details about market dynamics affecting the market, market scope, market segmentation and overlays on major market players, highlighting the favorable competitive landscape by leading ActiveCaptain (US), C-Map (Norway), iNavX (France), KnowWake (US), MaxSea International (France), Microsoft (US), Navicom Dynamics (New- Zealand), Navionics (Italy), OpenCPN (US), Polar Navy (US) Seapilot AB (Sweden), Trelleborg Marine and Infrastructure (Dubai), Veinland GmbH (Germany) and the trends that prevailed over the years.

The research report provides in-depth information on global market revenue, parent market trends, macroeconomic indicators and drivers, and market attractiveness by market segment. The report provides an insight into the growth rate of the Marine Navigation Software market over the forecast period, i.e., 2022-2030. Most importantly, the report further identifies the qualitative impact of various market factors on market segments and geographies. The research segments the market to offer more clarity regarding the industry, the report takes a closer look at the current status of various factors including but not limited to supply chain management, markets niche, distribution channel, trade, supply and demand and production capacity. across different countries.

The Marine Navigation Software report presents the major players of the industry, along with a detailed analysis of their individual positions against the global landscape. The study leads WORK analysis to assess the strengths and weaknesses of the main players ActiveCaptain (USA), C-Map (Norway), iNavX (France), KnowWake (USA), MaxSea International (France), Microsoft (USA), Navicom Dynamics (New Zealand), Navionics (Italy), OpenCPN (USA), Polar Navy (USA), Seapilot AB (Sweden), Trelleborg Marine and Infrastructure (Dubai), Veinland GmbH (Germany) on the marine navigation software market. The researcher provides an in-depth analysis of Marine Navigation Software market size, share, trends, overall earnings, gross revenue, and profit margin to accurately draw a forecast and provide expert insights to investors to keep them informed of market trends.

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Competitive scenario:

The Marine Navigation Software study assesses factors such as segmentation, description, and applications of the Marine Navigation Software industries. It draws precise information to give a holistic view of the dynamic characteristics of the business, including stocks, earnings generation, thereby directing focus to critical aspects of the business.

The final report will add the analysis of the impact of Covid-19 in this Marine Navigation Software report market.

Adapting to the recent novel COVID-19 pandemic, the impact of the COVID-19 pandemic on the world marine navigation software market is included in this report. The influence of the novel coronavirus pandemic on the growth of the Marine Navigation Software market is analyzed and described in the report..

Some of the companies competing in the marine navigation software market are

ActiveCaptain (USA), C-Map (Norway), iNavX (France), KnowWake (USA), MaxSea International (France), Microsoft (USA), Navicom Dynamics (New Zealand), Navionics (Italy) ), OpenCPN (USA), Polar Navy (USA), Seapilot AB (Sweden), Trelleborg Marine and Infrastructure (Dubai), Veinland GmbH (Germany)

By TypeOn-PremiseCloud-BasedBy ApplicationCoastal SurveillanceRoutingMap EngineOcean Data ServiceWeather Data ServiceTide DatabaseSurveillance and Combat OperationsOtherBy End UsersMarine VesselsROUVsAUVsBoatsOtherBy PlatformWindowsIOS/MACWebAndroidOtherBy End UseDefenseCommercial

Segmentation

The marine navigation software market has been segmented on the basis of different aspects. The market is also segmented by region. The marine navigation software market has been segmented into Latin America, North America, Asia-Pacific, Europe, Middle East & Africa on the basis of region

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Research Methodology

The Marine Navigation Software report definitely has its roots in the profound strategies delivered by skillful data analysts. The research methodology involves the collection of information by analysts only to have it thoroughly studied and filtered with the aim of providing meaningful predictions about the market during the review period. The marine navigation software research process further includes interviews with key market influencers, which makes the primary research relevant and practical. The secondary method gives a direct insight into the connection of demand and supply specifically in the Marine Navigation Software market. The Marine Navigation Software market methodologies adopted in the report offer pin-point analysis of the data and provide a tour of the overall market. Both primary and secondary data collection approaches were used. In addition to this, publicly available sources such as SEC filings, annual reports, and white papers have been utilized by data analysts for an in-depth understanding of the Marine Navigation Software market. The research methodology clearly reflects an intention to extract a comprehensive view of the market by analyzing it against numerous parameters. The valued entries enhance the Marine Navigation Software report and provide an advantage over peers.

Drivers and Constraints

The marine navigation software market remains united with the impact of major leaders ActiveCaptain (US), C-Map (Norway), iNavX (France), KnowWake (US), MaxSea International (France), Microsoft ( USA), Navicom Dynamics (New Zealand), Navionics (Italy), OpenCPN (USA), Polar Navy (USA), Seapilot AB (Sweden), Trelleborg Marine and Infrastructure (Dubai), Veinland GmbH ( Germany) players who continue to finance the markets significant growth each year. The report studies the value, volume trends, and price structure of the market so that it can predict maximum growth in the future. In addition, various suppressed growth factors, restraints, and opportunities are also estimated for the advanced study and suggestions of the market during the evaluation period.

Marine Navigation Software Market Segmented by Region/Country: North America, Europe, Asia-Pacific, Middle East & Africa, and Central & South America

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Thank you for reading this press release; you can also customize this report to get selected chapters or regional coverage with regions such as Asia, North America, and Europe.

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DARPA Needs Ultra-Small, Robust Clocks to Maintain GPS-Free Positioning, Navigation, and Timing (PNT) https://nathanielbowditch.org/darpa-needs-ultra-small-robust-clocks-to-maintain-gps-free-positioning-navigation-and-timing-pnt/ Mon, 23 May 2022 09:34:47 +0000 https://nathanielbowditch.org/darpa-needs-ultra-small-robust-clocks-to-maintain-gps-free-positioning-navigation-and-timing-pnt/ ARLINGTON, Virginia – US military researchers are asking industry to develop ultra-small, low-power clocks to help military forces maintain precise positioning, navigation, and timing (PNT) in case GPS navigation satellites are damaged, destroyed or blocked. Officials at the US Defense Advanced Research Projects Agency (DARPA) in Arlington, Va., released an agency general announcement (HR001122S0038) for […]]]>

ARLINGTON, Virginia – US military researchers are asking industry to develop ultra-small, low-power clocks to help military forces maintain precise positioning, navigation, and timing (PNT) in case GPS navigation satellites are damaged, destroyed or blocked.

Officials at the US Defense Advanced Research Projects Agency (DARPA) in Arlington, Va., released an agency general announcement (HR001122S0038) for the H6 program on Tuesday.

The DARPA Microsystems Technology Office’s H6 project aims to develop ultra-small, low-power clocks capable of maintaining microsecond precision for at least a week at temperatures of -40 to 85 degrees Celsius.

H6 refers to an 18th century British ocean navigation project which, in five increments, developed precise chronometers that helped British ocean navigators determine the positions of their ships in longitude to avoid disasters like the Scilly naval disaster in 1707 which destroyed four British warships and killed between 1,400 and 2,000 sailors due to navigational errors.

Related: DARPA seeks to wean smart weapons off GPS with an on-chip hybrid inertial navigation system

British inventor John Harrison developed five generations of clocks, which he called H1 to H5; the last was the first marine chronometer with the accuracy needed to accurately determine longitude. Navigators can determine latitude with sextants using the sun and stars; determining longitude, however, requires accurate clocks.

H6 is the spiritual successor to Harrison’s marine chronometers. While the problem of longitude was the preeminent challenge of the NTP of the past millennium, the denial of GPS is the biggest problem today, the DARPA researchers point out.

The ubiquitous compact synchronization remains essential today not only for navigation, but also for communications, electronic warfare (EW) and intelligence, surveillance and reconnaissance (ISR).

A tactical-grade clock that maintains microsecond synchronization for a week would remove PNT synchronization from reliance on navigation satellites for the majority of U.S. military missions, and enable signal assurance, ubiquitous communications security, and remote communications. wide bandwidth.

Related: AOSense to Develop Navigation Chip That Combines Solid-State and Atomic Inertial Sensors

Today, such a tactical grade clock usable in the field does not exist; although there are clocks capable of achieving the necessary performance, their size, weight and power consumption (SWaP) limitations preclude their use in a tactical setting.

DARPA researchers are interested in SWaP constraint clocks that rely on compound mechanical clock technologies; sub-terahertz molecular clock technologies; or something completely different.

H6 will be a five-year program in three phases. The first phase will focus on clock dependence on temperature and SWaP reduction, while the second phase will focus on clock aging in the tactical temperature environment. The third phase will demonstrate a tactical-grade integrated clock and build five clocks.

Interested companies should upload abstracts by June 16, 2022 and full proposals by August 8, 2022 from the DARPA BAA website at https://baa.darpa.mil. Email questions to HR001122S0038@darpa.mil. More information is online at https://sam.gov/opp/fba0b64702914a0ab95f26681362cf79/view.

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500 Sails brings traditional sailing to the community | Way of life https://nathanielbowditch.org/500-sails-brings-traditional-sailing-to-the-community-way-of-life/ Sun, 22 May 2022 16:00:00 +0000 https://nathanielbowditch.org/500-sails-brings-traditional-sailing-to-the-community-way-of-life/ 500 Sails is pleased to announce an open call for aspiring cultural practitioners who wish to learn the art of traditional sailing. As part of the traditional sailing route of the Maritime Training Cultural Center, master navigators Mario Benito, Antonio Piailug and Cecilio Raikiulipiy will share their knowledge and sacred stories. The track launched its […]]]>

500 Sails is pleased to announce an open call for aspiring cultural practitioners who wish to learn the art of traditional sailing.

As part of the traditional sailing route of the Maritime Training Cultural Center, master navigators Mario Benito, Antonio Piailug and Cecilio Raikiulipiy will share their knowledge and sacred stories.

The track launched its first trial sessions in March with 11 students enrolled and will continue throughout the year.

Community members who wish to participate are invited to attend a Meet & Greet with master navigator Raikiulipiy, who has graciously opened up places for new students, in addition to his own class. He will conduct interviews for those who are serious about spending their time learning the fundamentals of traditional boating under his guidance. Currently classes are closed for master sailors Benito and Piailug.

Navigation is an ancient art form that involves memorizing the names of important stars in the sky, understanding and predicting weather and swell conditions, knowing all phases of the moon and tides, and the physical and spiritual preparation needed to go on the open sea. travel, to name just a few of the topics covered.

Saipan is very lucky to be the home of three sailors who have the passion and drive to teach what they know to future generations.

Interested persons can meet at the 500 Sails shipyard in the lower base/Tanapag village at 5:30 p.m. on Tuesday, May 24, 2022. Space in the class is limited and students will be selected at the discretion of the sailor, as well as their ability to take time out of their schedule to attend these sessions afterwards.

The Cultural Maritime Training Center is made possible by support from the Administration for Children and Families, a division of the U.S. Department of Health and Human Services, through a grant from the Administration for Native Americans Social & Economic Development Strategies .

500 Sails is a 501(c)3 and CNMI tax-exempt nonprofit organization dedicated to reviving, promoting, and preserving the maritime cultural traditions of the Mariana Islands through community engagement in the values ​​and values canoeing cultural activities. The vision of 500 Sails is a healthy and thriving Aboriginal community that has successfully integrated traditional cultural values ​​into modern life. Key supporting partners include CNMI’s Office of Indigenous Affairs, IT&E and Chamolinian Cultural Village Inc. – Canoe Federation.

For more program information, please call 670-323-7245 (SAIL), email info@500sails.org, or follow 500 Sails on Facebook and Instagram.

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