GNSS Vulnerability and the need for

Resilient PNT

GNSS Vulnerability Workshop 2013 UNSW, Sydney (4 December 2013)

1. Shipping in Australia

2. AMSA’s Role and Use of GNSS

3. Maritime applications of GNSS

4. Future direction of marine navigation

5. Resilient PNT system & AMSA’s view

Scope

• 16 million square kilometres of ocean and a

coastline of over 60 thousand kilometres

• Australia’s ports handle 10% of the world’s

seaborne trade (4th largest shipping task)

• Shipping carries more than 90% (by volume) of

Australian trade annually

1. Shipping in Australia

ROW, 4350 mt, 83%

Australia, 891 mt, 17%

Export of bulk commodities Australia’s Share of Global Dry Bulk Trades

(Million tonnes Seaborne 2012)

Source: Braemar Seascope

Liquefied Natural Gas (LNG)

4th largest exporter in the world (2010-11: 20 million tonnes) Current export capacity 24 m.t.p.a. increasing to 56 m.t.p.a by 2016

Direct employment in the maritime sector: 90,000 (2002-03) to 250,000 people in (2011-12) Value of mineral and energy exports: $73 billion (2002-03) to $193 billion in 2011-12 (real terms, 2011-12 dollars)

Prof. Quentin Grafton, Executive Director and Chief Economist Bureau of Resources and Energy Economics

Australian National Conference on Resources and Energy (ANCRE), 18 Sep 2012

Economic benefits to Australia

Shipping forecast By the next decade…..

• 82% increase - in growth

• 45% increase - in visits

• Coal exports from N-QLD

> 4500 ship movement

p.a. Source: AMSA

Increased Activity

= Increased Risk

2. AMSA’S role Principal functions:

•Promote maritime safety and environmental

protection by setting and maintaining ship safety

standards

•Provide a national search and rescue service

•Provide infrastructure to support safe navigation

AMSA’s use of GNSS •AMSA’s

DGPS system

AMSA’s use of GNSS (Some examples)

•GNSS-enabled beacons for Search and Rescue

•Use of PNT info for Vessel Traffic Service (e.g. REEFVTS) •Use of satellite-sourced Automatic Identification System information for vessel tracking and monitoring

REEFVTS Centre, Townsville, QLD

SOLAS C-V/Reg 19.2.1.6 requires all ships,

irrespective of their sizes:

“to carry a receiver for GNSS or a terrestrial radionavigation

system or other means suitable for use at all times throughout

the intended voyage to establish and update the ship’s position by automatic means”.

Shipboard GPS Receiver

3. Maritime applications of GNSS

Ship’s Positioning

SOLAS C-V/Reg 19.2.4 requires mandatory carriage of AIS equipment on:

• all ships of 300 gt+ engaged on international voyages,

• cargo ships of 500 gt+ not engaged on international voyages, and

• passenger ships irrespective of size.

Shipboard AIS Receiver

Automatic Identification System (AIS)

Electronic Chart Display and Information Systems

Electronic Chart Display and Information Systems (ECDIS)

• Ship board GMDSS (Global Maritime Distress and Safety System) equipment

• Automated ship reporting • Aids to navigation (e.g. Synchronised lights) • Offshore oil and gas operations (e.g. Dynamic positioning system) • Hydrographic surveying

Other maritime applications of GNSS

Concern on GNSS Vulnerability Few examples…..

• Failure of satellite clock (1 Jan 2004)

• Solar flare affecting GPS receivers (6 Dec 2006)

• Intentional jamming etc.

Concern on GNSS Vulnerability Some impacts of GNSS failure - AMSA • Inability to broadcast DGPS corrections

• Inability to use GNSS information for Search and

Rescue Operation

• Inability of Vessel Traffic Service operators to

maintain a real-time traffic image

• Limited usefulness of vessel tracking data

Concern on GNSS vulnerability Some impacts of GNSS failure – Shipping • Failure of onboard GNSS receivers • Loss of PNT info on AIS, ECDIS,

GMDSS equipment etc. • Degraded synchronism of GPS-

synchronised lights (Aids to navigation)

• Failure of Dynamic Positioning systems etc.

4. Future direction (e-navigation)

e-Navigation is the harmonised collection, integration, exchange, presentation and analysis 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.

IMO NAV 53, July 2007

5. Resilient PNT system

• “e-navigation systems should be resilient and take into account issues of data validity, plausibility and integrity for the systems to be robust, reliable and dependable. Requirements for redundancy, particularly in relation to position fixing systems should be considered.

(IMO, MSC 85/26 Add.1)

Enhanced LORAN (e-LORAN) • Modernised version of original

LORAN

• Terrestrial system - independent and dissimilar to GNSS

• Capable to meet the accuracy, availability, continuity & integrity requirements for marine navigation

AMSA’s view on resilient PNT system A maritime complement system to GNSS: • Independent of GNSS (dissimilar in terms of failure

mode) • Similar level of performance to GNSS • Seamless transition to a complementary service

(when GNSS is lost) • Support general navigation & maritime applications • Potential for world-wide deployment

Capt. Mustafa Ali Principal Advisor, Navigation

Australian Maritime Safety Authority (AMSA)

In closing…..