Showing papers by "Patrick Henkel published in 2021"
TL;DR: In this article, the authors evaluated the applicability of the GNSS-based SWE measurement at four stations along a steep elevation gradient (820, 1185, 1510 and 2540m) in the eastern Swiss Alps during two winter seasons (2018-2020).
Abstract: . Snow water equivalent (SWE) can be measured using low-cost Global Navigation Satellite System (GNSS) sensors with one antenna placed below the snowpack and another one serving as a reference above the snow. The underlying GNSS signal-based algorithm for SWE determination for dry- and wet-snow conditions processes the carrier phases and signal strengths and derives additionally liquid water content (LWC) and snow depth (HS). So far, the algorithm was tested intensively for high-alpine conditions with distinct seasonal accumulation and ablation phases. In general, snow occurrence, snow amount, snow density and LWC can vary considerably with climatic conditions and elevation. Regarding alpine regions, lower elevations mean generally earlier and faster melting, more rain-on-snow events and shallower snowpack. Therefore, we assessed the applicability of the GNSS-based SWE measurement at four stations along a steep elevation gradient (820, 1185, 1510 and 2540 m a.s.l.) in the eastern Swiss Alps during two winter seasons (2018–2020). Reference data of SWE, LWC and HS were collected manually and with additional automated sensors at all locations. The GNSS-derived SWE estimates agreed very well with manual reference measurements along the elevation gradient and the accuracy (RMSE = 34 mm, RMSRE = 11 %) was similar under wet- and dry-snow conditions, although significant differences in snow density and meteorological conditions existed between the locations. The GNSS-derived SWE was more accurate than measured with other automated SWE sensors. However, with the current version of the GNSS algorithm, the determination of daily changes of SWE was found to be less suitable compared to manual measurements or pluviometer recordings and needs further refinement. The values of the GNSS-derived LWC were robust and within the precision of the manual and radar measurements. The additionally derived HS correlated well with the validation data. We conclude that SWE can reliably be determined using low-cost GNSS-sensors under a broad range of climatic conditions and LWC and HS are valuable add-ons.
9 citations
TL;DR: A smart technique is proposed to reduce size of NRTK correction data to instantly adapt with the VDES requirements by choosing a combination of specific signals, satellites or even constellations such that the data rate is not more than 650 byte/s, and at the same time it achieves optimal positioning performance with the accuracy required by the PrePare-Ships project application.
Abstract: More than half of the incidents reported to EMSA relate to nautical events such as collision, groundings and contacts. Knowledge of accurate and high-integrity positioning is therefore not only a need for future automated shipping but a base for today’s safe navigation. Examples on accidents include Ever Given in the Suez Canal and HNoMS Helge Ingstad in Norway. A Network-RTK (NRTK) service can be used as an augmentation technique to improve performance of shipborne GNSS receivers for future positioning of manned and unmanned vessels in restricted areas, such as port areas, fairways, and inland water ways. NRTK service providers generate RTK corrections based on the observations of networks of GNSS reference stations which enables the users to determine their position with centimeter accuracy in real-time using a shipborne GNSS receiver. Selection of appropriate communication channels for dissemination of NRTK corrections data is the key to a secure positioning (localization) service. In PrePare-Ships project, the modern maritime communication system VDES (VHF Data Exchange System) is proposed to distribute SWEPOS (NRTK in Sweden) correction data to shipborne positioning modules. VDES is a very reliable technique and it is compatible with most onboard functionalities. In order to minimize the impact on the overall VDES data capacity in a local area, NRTK correction data shall only occupy a single VDES slot with a net capacity of 650 bytes. Update rates may vary but are preferably at 1Hz. However, NRTK correction data size changes instantly, depending on the number of visible GNSS satellites, and the data rate can therefore sometimes reach in excess of 1000 byte/s. In this study, a smart technique is proposed to reduce size of NRTK correction data to instantly adapt with the VDES requirements by choosing a combination of specific signals, satellites or even constellations such that the data rate is not more than 650 byte/s, and at the same time it achieves optimal positioning performance with the accuracy required by the PrePare-Ships project application. http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 15
3 citations