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Posted By Andy Proctor and Guy Buesnel,
21 September 2023
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RIN PNT Advisory Group – White Paper Release Ahead of Leadership in PNT Seminar
By Andy Proctor and Guy Buesnel
The RIN PNT Advisory group Executive group met recently and a significant topic of discussion was the initial release of the RIN white paper “Recommendations to promote the adoption of Resilient Position, Navigation and Timing in the UK”. This is an important milestone for the RIN PNT Advisory Group.
The report makes some significant recommendations on the best ways forward to drive a greater understanding and adoption of the principles of Resilient PNT in the UK.
In his foreword to the report, Professor Terry Moore, former RIN president and Professor Emeritus at the University of Nottingham, details how society has become increasingly dependent on the services provided by PNT and that the increasing vulnerability of these services has become a critical issue to resolve.
The authors of the white paper, Ramsey Faragher and Mitch Narins (both FRIN’s), with support from the RIN PNT Advisory Group, believe that Resilient PNT is an area in which the UK could provide leadership to improve PNT performance given the high level of expert knowledge and track record in innovation and excellence that the UK possesses.
A RIN- led approach is advocated by the authors who go on to make several key findings and recommendations as a result of their research – which they believe could be transformational to the future of Resilient PNT.
The paper was produced to help understand the values of developing standards, guidelines, and/or legislation for Resilient PNT in an already complex eco-system. The importance of protecting Critical National Infrastructure from the consequences of increased vulnerability of PNT services to disruptions, was a strong driver in developing the findings and recommendations.
The paper considers the UK’s key strengths in PNT, making the point that the UK has historically been a global leader in PNT from the establishment of the longitude act (and prize) in 1714 following pressure from seafarers, the origins of the Greenwich meridian first established by Sir George Airy in 1851, and the “battle of the beams” in World War II, where the UK pioneered many radio navigation aids, counter-measures to defend against German radio based navigation technologies and early terrain-mapping radar navigation systems. The UK carried this expertise forward into the 21st century and has taken leading roles in notable areas such as signals and control for GNSS systems, PNT satellites, receiver development smartphone navigation, precise timing transfer and control, system integration, PNT-enabled applications, and test measurement and verification.
The report goes on to examine the challenges facing PNT today and discusses existing PNT standards and guidance to propose a way forward to develop UK Resilient PNT best practice and guidelines.
It is a wide-ranging white paper and contains a wealth of information along with its measured recommendations and conclusions.
With the “2nd Leadership in PNT” event being planned to take place at the Royal Society on 07 November 2023 the white paper will obviously be a major discussion point on the day. A panel session at the event is being planned along with a video introduction from the two principal authors. Event delegates will have the opportunity to read the white paper in advance of the seminar and to provide their input – and additionally they will be able to register their interest in being directly involved in the follow up activities proposed by the white paper. This will be an excellent opportunity for attendees to play a significant part in contributing to the development and excellence of a strong UK approach to Resilient PNT, and to the development of the RIN programme over the next year.
Andy Proctor, Chair of the UK PNT Advisory Group, and the part of organising committee for the Leadership in PNT event, hailed the release of the RIN white paper, “Standards, best practices, and legislation play an important role in the resilience and preparedness, to disruption, of infrastructure that uses PNT now and into the future. This new initiative and proposed working group could bring together UK expertise in the field to address the challenges it identifies.”
The RIN PNT Advisory group is also working on matters relating to Artificial Intelligence, Quantum Sensing, PNT in Defence, and PNT Innovation. It also taking learning from across the RIN from its other groups, such as the newly formed Maritime Navigation Group and the Cognitive Navigation groups, some of this learning will also be discussed at the Leadership event in November. Register here.
Tags:
PNTAG
resilient pnt
RIN PNT Advisory Group
white paper
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Posted By Hannah Sherrard,
11 September 2023
Updated: 20 September 2023
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https://www.youtube.com/watch?v=I3wzlHYzsg8 Navigation By Sea Shanty
Sea shanties originated as work songs, designed to be upbeat and repetitive to help workers synchronise mundane tasks. John Hasselgren of the RIN’s Small Craft Group explores the navigation-al elements of the popular sea shanty “Spanish Ladies”. Members can read the full article in the Navigation News archive here. This article was first published in the May/June 2023 edition of Nav news.
Check out the Longest Johns (who went viral with Wellerman on TikTok during the COVID lockdown) version of Spanish Ladies in the video attached.
Farewell and adieu to you fair Spanish Ladies,
Farewell and adieu to you ladies of Spain
For we’ve received orders to sail for old England
And we may never see you fair ladies again.
In some versions the last line is given as, “And hope someday soon to see you again.”
The chorus is:
We’ll rant and we’ll roar like true British sailors,
Well rant and we’ll roar across the salt seas,
Until we strike soundings in the Channel of old England
From Ushant to Scillies ‘tis thirty four leagues.
Like all sea shanties the words tend to vary and I have seen versions where the distance between Ushant (or Ouessant to give it its French name) and Scilly (which I am informed is the correct spelling) is thirty five leagues.
Unlike most sea shanties, which come from merchant sailing ships, this one was originated in the Royal Navy. The oldest version is thought to appear in the logbook of HMS Nellie in 1794. This would suggest it dates from the Napoleonic era when the Royal Navy was carrying supplies to Spain to help with its war against revolutionary France. This must have been one of the few times when England wasn’t at war with Spain.
But what has this to do with navigation? Let’s have a look....
Signed in members can read the rest of the article in the May/June 2023 edition of Navigation News found in the online archive here
Tags:
Navigation history
Navigation News
sea shanties
Small Craft Group
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Posted By Hannah Sherrard,
14 August 2023
Updated: 20 September 2023
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Networking And Poster Preparation at an International Conference: Tips From Emre Yavuz
Emre is a PhD student in Cognitive Neuroscience at UCL, fellow at Founders of the Future and member of the RIN Younger Members’ Group. This article was first published in the July/August edition of Navigation News.

At the beginning of May, I was fortunate enough to have the opportunity to present a poster at the FENS (Federation of European Neuroscience Societies) regional meeting in The Algarve, Portugal. The poster reported on my PhD work investigating the association between GPS reliance and human spatial navigation performance. In particular, the focus was on a part of my PhD research, supervised by Professor Hugo Spiers, where I looked at the association between reliance on GPS use as measured by self-report questionnaires and human spatial navigation performance measured using Sea Hero Quest. Sea Hero Quest has been mentioned in Navigation News before but for those unfamiliar, it is a series of navigation tests developed by our team in the form of a mobile video game app.
Both presenting and networking at an international conference can be a daunting experience, so I’d like to pass on the following insights to anybody who feels apprehensive about doing the same.
9 Tips for Preparing a Poster
1. Visuals
Focus on the visualisations first. What will look most enticing, the clearest and the easiest to interpret for the reader? People will be scanning 100s of posters, and so ensuring that the key figures are as bold and as clear as possible, with clearly labelled axes, will very much help the reader take away the gist of the results.
2 Be clear
For the introduction/background, try and keep this to around three clear bullet points, to give the reader a brief enough overview of why you investigated what you did, and where it fits into the broader scientific literature.
3. Make sure your reader can understand your logical flow
For the methods, presenting these succinctly and in a visually appealing way is key. If the reader can understand the logical flow of the steps you took to get from your hypothesis to your results, such as by using arrows and flow diagrams etc., it will help them to understand the pattern of thought you had when designing the experiment and analysing the data.
Read More - available to logged in members
Author
Emre Yavuz
LinkedIn
UCL profile
To read the rest of the article, as well as access the rest of the Navigation News archive, sign up to become a RIN members - student membership is available from £16 per year.
Younger Members' Group
rin.org.uk/YoungerMembersGroup
Tags:
Academic Conferences
Academic posters
Career advice
Early Career
Navigation News Articles
Networking
Younger Members Group
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Posted By John Hasselgren,
08 August 2023
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Notes on a meeting of SONAC held via Teams on Tuesday 14th June 2023
Written by John Hasselgren
I attended this meeting at the request of Paul Bryans, Chairman of the Small Craft Group, as he was unable to do so himself.
The meeting was Chaired by Capt. Patrick Mowatt RN. It was recorded for subsequent viewing.
Apologies for absence were taken and the minutes of the previous meeting were accepted.
Jason Scholey, Senior Product Manager, then gave an update on Digital Navigation.
The main reasons for the change to digital equipment and techniques are:
1. Drivers: Environmental accountability – the need to decarbonize and use cleaner fuel.
Improved operational efficiency.
2. Solutions: Alternative fuels, although this isn’t the responsibility of UKHO.
Optimization in the use of shipping.
Autonomous Navigation.
3. Enablers: Internet connectivity.
Cyber security.
Training of seafarers and the use of simulators.
IMO has approved the use of S-100 charts on ECDIS equipment by 2026.
S-100 charts on ECDIS will be required for all new installations from 2029.
These changes are expected to be gradual and should fit with the common ten-year cycle of replacing bridge equipment. Current services will be needed for the next ten years before the advent of second generation of digital services. There is also the need to improve the availability of the existing services, with the OKHO being responsible for not only the UK but also Crown Dependencies and other waters, a total of 71 areas. Currently, only 15% of UKHO products are now on paper. Much data is still distributed on DVDs and there is a need to move to online distribution and reduce the amount of plastic used.
Sailing Directions are being digitized so that they may be read online instead of getting out a book. (I must here say that I would be most unlikely to read my Thames Estuary Pilot if I had to do so online. I much prefer the book, but I don’t need to carry the set for the world.)
Tidal services are, at present, based on tidal gauges, but are moving towards using Oceanographic modelling with the ability to build in Meteorological influences. This should improve the accuracy of tidal heights and flows. It is expected that long-term tidal data will be available using the Oceanographic method, with short-term improved data given three or four days in advance.
Data improvements on charts include greater consistency between adjacent ENCs, removing the problem of contours not joining one another. Higher contour density in critical areas will give greater information and make it easier to set a limiting depth contour rather than equipment defaulting to the next depth. Enriched consistency on charts, with greater land detail will allow better visual referencing and position fixing. Areas where this has been tried, with success, include Oban – Fort William, Anglesea, Caernarfon and Cardigan Bays, Milford Haven and The Wash. Very high praise for this came from the Pilots in Milford Haven.
Nick Nash commented that a smaller gap between contours would be very useful in both Belfast and Dublin. The ferries often draw 8.2 metres and seem to risk crossing the 10-metre contour into shallow water, especially when being audited.
Lisa Denson gave a brief update on the sub-ECDIS situation. Basically, nothing has changed. The focus is on those customers who need a solution to be able to use digital navigation. The first step is getting international agreement on charts and equipment. She confirmed that the MCA is involved in this and that UKHO will continue to produce paper charts until at least 2030.
David Robertson from MAIB then presented some ship groundings that could be attributed to errors in digital navigation with ECDIS.
The first was Chem Alya, an 11,939 GT chemical tanker that used the Needles Channel to exit the Solent, despite a warning on the chart that this was unadvisable for vessels over 10,000 GT due to strong tidal streams and changing widths of the channel. She drifted north of the channel and grounded on the Shingles. The conclusion was that the passage plan ignored the recommendation that this channel should not have been used by this ship, and that route check alerts and off-track alarms hadn’t been dealt with.
Next, the Kaami, a small (2,715 GRT) general cargo ship that grounded in the Little Minch near the Shiant Islands. The conclusion here was that the safety contours on the ECDIS were unchanged since the crew joined the ship, the Master hadn’t used the safety check function to verify the passage plan and that ECDIS was an ineffective tool for passage monitoring because of inappropriate set-up. It was also said that the management company had not the experience nor the training to enable it to effectively audit ECDIS.
The Key Bora, 2,627 GRT chemical tanker, grounded on a rock in the approach to Kyleakin. The rock was shown on the latest ENC which had been downloaded eight days prior to the grounding but had not been checked and no one on board was aware of this latest correction. Conclusions – the ship ran aground due to the passage plan being based on inaccurate (old) survey data. The safety contour had been set at 6.48 metres but, not matching one of the five charted depth contours on the ENC in use, had defaulted to ten metres. The crew had also been relied upon to conduct navigational audits of their own processes.
Personally, I wouldn’t consider any of these as failures of digital navigation. Rather, they seem to me to be down to a lack of good navigation techniques such as updating charts, the use of back bearings, checking the ship’s position by sighting buoys, by radar and looking out of the window.
In the discussions that followed Trevor Harris from Trinity House seemed to agree with my thoughts above when he said there was a fundamental failure of navigation. He quoted two masters who didn’t know what a South Cardinal marker meant. In another case a vessel grounded alongside a port-hand lateral buoy, the course having been laid the wrong side of the buoy. Those making these mistakes were now expected to cope with ECDIS.
Ships are known to transfer Passage Plans, sometimes from one vessel to another, sometimes buying them from a commercial company. An earlier Passage Plan may be used at a later date without updating things like the draft. What to do about this? One suggestion was that, just as aircraft had to file a flight plan before they were allowed to take off, perhaps passage plans should be filed and approved before sailing. But by whom? The Port State, the MCA or the Harbour Authority? My comment on this was that when the TSS was established off Harwich the Harwich Haven Authority refused any responsibility for monitoring the area or giving advice to shipping. It would get no income unless the vessel entered Harwich, but would need to insure itself in case of any errors. That TSS is monitored by Channel Navigation Information Services in Dover. What would it cost to monitor all these passage plans, and who would pay?
At the end of the meeting, I was asked to remind RIN that it had agreed to take the lead, with the Chamber of Shipping, at the SONAC meeting on 17th October 2023 when the subject was to be Cybersecurity and Resilient Digital Navigation.
John Hasselgren.
15/06/2023
Tags:
digital navigation
Small Craft Group
SONAC
UKHO
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Posted By Hannah Sherrard,
31 July 2023
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Prof Michael Hornberger sheds light on the link between spatial disorientation and dementia, highlighting the significance and impact of this in the real world. Michael is Professor of Applied Dementia Research at Norwich Medical School, UK. This article was first published in the July/August 2023 Navigation News.
Getting lost in an unfamiliar environment is a common occurrence for the vast majority of people. For example, we can easily get lost and have difficulty finding our bearings when on holiday in a new town. This can be amusing, in particular when we pass the same place for the third time, but it can be also quite unsettling and distressing when we get completely lost. Such ‘getting lost’ scenarios are very common for people with dementia, who often have difficulties finding their bearings even in highly familiar locations. It might come as a surprise to many people that such spatial disorientation is a key symptom in dementia, since we would assume that memory problems are the key early symptom. Spatial disorientation is actually as common as memory problems, but is under-recognised since it is often not noticed by family members, and is rarely inquired about as a symptom by clinicians and healthcare professionals. To better understand why spatial disorientation occurs in dementia, we need to understand how the brain is affected by the dementia disease processes.

Dementia is an umbrella term for different dementias, with Alzheimer’s disease accounting for 60-70% of cases with dementia. It is thought that Alzheimer’s disease is caused by the build-up of two proteins (amyloid and tau) in the brain. The exact reason why these proteins accumulate and cause the disease is not yet fully established. However, once the two proteins accumulate, they start becoming toxic to the nerve cells and subsequently nerve cells start dying. It is this dying of nerve cells which causes the symptoms in Alzheimer’s disease, since the brain cannot conduct its functions properly anymore once the nerve cells are gone.
For dementia diagnosis, spatial orientation changes can potentially complement the reported memory problems, which helps to confirm the diagnosis. This is particularly useful, since many people report changes to their memory as they age, while healthy people would rarely report having problems with orientation.
Read the full article here
Learn more about the symptoms and warning signs of dementia on the Alzheimer Research UK website
Author
Prof Michael Hornberger
Professor of Applied Dementia Research, Norwich Medical School
Michael's book ‘Tangled Up – The science and history of Alzheimer’s disease’ is available here.

RIN Cog Nav Special Interest Group
https://cognavrin.org.uk/
Attached Files:
Tags:
Alzheimer Research Project
CogNav
Dementia
NavNews
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