(IVAR) - Final Report - Strategic Environmental Research and ...

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personnel can be trained to operate the systems themselves, without having to hire additional staff. 6.6.2.2 System Reliability [SE2.2] Objective We designed Performance Criterion SE2.2, System Reliability, to demonstrate that the avian radar systems being evaluated by the IVAR and CEAT projects could be operated continuously with minimal need for repairs Methods We chose to demonstrate Criterion SE2.2 using the frequency-of-repairs data gathered by the CEAT project because all of the units they deployed were purchased new, and thus would be more representative of the reliability of new units purchased by other users. The eBirdRad units at most of the IVAR locations were upgraded from existing BirdRad units with the addition of a DRP and associated hardware and software, while the RSTs and antennas of these units had been in the field for upwards of five years and had poorly documented repair histories prior to the start of the IVAR project. Results Avian radar systems were initially installed by the CEAT project at NASWI in March 2007 and SEA in July 2007. The radar systems have operated continuously since that time providing a robust and reliable operational history. The primary maintenance item in these systems is the magnetron. The manufacturer suggests replacement of magnetrons every 2000 to 3000 hours of operation. In these installations magnetron replacement has been necessary after 12,000 to 15,000 hours. The mechanical elements of the scanner have operated continuously with no maintenance required (March 2007 and July 2007 through October 2010). Electronic components have also operated with no major maintenance required for the same time period. During this operation the radar systems have been managed by local wildlife personnel and a CEAT technical specialist and wildlife biologist who had experience as an electronics technician in the U. S. Navy. Conclusion The experience of the CEAT project has been that the avian radar system components run robustly under normal operating conditions and can be managed by military maintenance personnel. Further, life cycle requirements for the systems have not been established because all mechanical and electronic components have operated with little or no maintenance required since installation. 6.6.2.3 SAFETY RADIATION HAZARD [SE3.2] Objective X-band radars like those used in avian radar systems emit microwave radiation that can be hazardous to human health and can cause the detonation of materials such ordnance or fuels. We designed Performance Criterion SE3.2, Safety Radiation Hazard, to demonstrate that relatively straightforward procedures to reduce or eliminate these hazards can be achieved. 262
Methods The US military 27 designates three categories of safety hazards from radio frequency (RF) radiation emitted by radars and other electronic devices: • Hazards of Electromagnetic Radiation to Fuels (HERF) – fuel vapors ignited by RFinduced arcs. • Hazards of Electromagnetic Radiation to Ordnance (HERO) – RF causing premature actuation of electro-explosive devices. • Hazards of Electromagnetic Radiation to Personnel (HERP) – increases in overall body temperature or the temperature of specific organs, and shock or burns from RF-induced electrical currents or voltages in conductive objects. To demonstrate SE3.2, we contacted personnel at each of the principal IVAR study locations to determine the procedures they followed to minimize the risk of these three hazards from the radar(s) operating at their locations. The results we present below from NAS Patuxent River are representative of the requirements at other military facilities, and in particular, military airfields. Results The following procedures apply to radars, including avian radars, located at land-based military facilities. At civil airports (e.g., SEA) the FAA procedures regarding minimizing radiation hazards cover similar considerations using different terminology, with two principal differences. • Permission to operate any RF-emitting device at a military facility, including radars, must be obtained from the frequency coordinator for that facility. At civil airports (and elsewhere), the operator must apply for a license from the Federal Communications Commission (FCC) to operate an X-band radar on land. • Conditions involving ordnance (i.e., HERO) would not normally be a concern at civil airports. The primary consideration regarding potential RF hazards from avian radars on military lands is the radar’s location: Where is the radar in relation to the people and explosives it might affect Once the proposed location(s) of the radar is (are) known, those hazards can be evaluated. Before they received their BirdRad radar at NASPR, the Natural Resources staff submitted a request to the Air Operations. Based on that request, Air Operations personnel calculated the HERF, HERO, and HERP distances for a 50 kW X-band radar and determined in what zone the radar would be located. Air Operations also set conditions under which the radar would need to be "silenced" (i.e., in Standby mode) for specific airfield conditions. For example, if HERO Condition #2 was set for the airfield and the radar was in one of the affected zones, the Natural Resources staff is required to shut down the radar until that HERO condition is lifted. Once this review was complete, Air Operations added the Natural Resources staff to the HERO “phone tree” so that someone would notify the Natural Resources staff anytime the HERO condition on the airfield changed. Air Operations also requires that the Natural Resources staff to have a base radio with them whenever they are at the trailer operating the radar, again in case the HERO condition on the airfield changes. 27 See for example http://safetycenter.navy.mil/acquisition/RFR/index.asp 263
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FINAL REPORT Integration and Valida
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Table of Contents List of Tables ..
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APPENDIX A. POINTS OF CONTACT .....
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Table 6-17. Altitudinal distributio
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List of Figures Figure 2-1. Chronol
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Figure 6-17. Plot of the northing c
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Figure 6-42. eBirdRad display based
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Figure 6-82. Hourly track count ove
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Figure 6-115: COP display showing f
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List of Acronyms Acronym AGL AIP AR
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Acronym RST RT SEA SQL SSC Pacific
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Carmen Lombardo Naval Air Station,
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EXECUTIVE SUMMARY Military bases an
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database and redistributed to other
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1 INTRODUCTION 1.1 BACKGROUND Encro
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A seventh objective, the Functional
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Table 1-1 (cont.). IVAR TASK/ OBJEC
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environmental stewardship with miss
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2 TECHNOLOGY/METHODOLOGY DESCRIPTIO
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The original BirdRad system was des
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2.4 TECHNOLOGY/METHODOLOGY DEVELOPM
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Figure 2-2. Configuration of BirdRa
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2.4.3 eBirdRad - Digital Radars wit
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Figure 2-5. Interior view of the eB
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accuracy and target continuity over
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permanently installed at SEA. Prior
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2.5 ADVANTAGES AND LIMITATIONS OF T
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3 PERFORMANCE OBJECTIVES Table 3-1
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Table 3-1 (cont.). Performance Obje
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For the third test, Validation Usin
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temporal domain by recording all bi
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3.1.2.2.7 Provides Bird Abundance o
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difference in the time (i.e., the l
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3.1.6.2.4 Maintenance [SE4.2] We es
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Table 4-1. Summary of the IVAR stud
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4.1 MCAS CHERRY POINT Marine Corps
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2006 the primary eBirdRad unit from
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(directional WiFi) to the Internet.
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• Large (several thousand) flocks
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location for demonstrating the capa
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5.1 CONCEPTUAL TEST DESIGN 5 TEST D
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5.3 DESIGN AND LAYOUT OF TECHNOLOGY
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Assuming these lines evidence confi
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that dataset [Section 6.5.1.3]. 5.5
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6 PERFORMANCE ASSESSMENT The Perfor
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ecord the time, Track ID, and other
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Figure 6-1. Percentage of targets c
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Comparing the performance of dish v
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Figure 6-4. The basic sensor elemen
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Figure 6-6. The polygon around the
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Figure 6-8. Diagram of sampling “
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• It takes several scans (nominal
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Session Correla tions 600 500 y = 1
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To evaluate the capabilities of the
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Figure 6-15. Runway 3 at SEA, showi
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comparisons between the RCH-GPS dat
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Figure 6-18. Plot of the northing c
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Figure 6-20. Plot of the easting co
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Conclusion In the quantitative perf
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Table 6-8. Column headings of the T
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Table 6-9 demonstrates quantitative
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Table 6-10. The parameters of targe
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Table 6-11. The position of Visual
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Table 6-12. Solitary targets at MCA
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Figure 6-23. The track of target T2
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intended to demonstrate these syste
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Figure 6-34. Screen capture of bird
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6.1.2 Qualitative Performance Crite
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upper right have completely converg
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Figure 6-38. The progression of the
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The slight difference in alignment
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Figure 6-42. eBirdRad display based
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Figure 6-44. A partial history of t
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6.2 SAMPLING PROTOCOL 6.2.1 Quantit
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Figure 6-46. Image from the track h
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Table 6-14. Dates, times and names
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Figure 6-48. Fifteen-minute (06:04-
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Figure 6-50. Fifteen-minute (02:24-
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We used a TVW to process the plots
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Figure 6-53. In an example of night
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6.2.1.4 Efficiently Stores Bird Tra
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Figure 6-56 shows sites 13-24 in th
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We extracted the radar data for thi
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Figure 6-57. Digital image of the d
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Table 6-17. Altitudinal distributio
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hours apart, showed considerable va
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• The sampling event time period
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underwent a 4-minute initialization
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Figure 6-62. DRP Live application l
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commands we issued to the radar; th
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4. Range Decrease (x7) 5. Range Inc
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Figure 6-65, Figure 6-66, and Figur
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6.2.2.4 Provides Spatial Distributi
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Figure 6-69. A plot of all track ac
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Figure 6-71. Twelve 2-hour historie
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Figure 6-72. TVW application displa
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Conclusion Figure 6-74. Oblique vie
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Archived Data to a GIS We used the
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(SQL). Extracting target data from
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Figure 6-78. Daily, unfiltered, tra
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Figure 6-79. Time periods selected
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Figure 6-82. Hourly track count ove
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esults are displayed in Figure 6-83
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As can be seen in Figure 6-83, the
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Figure 6-84 clearly demonstrates th
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Conclusion We have successfully dem
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LAN within a facility to the operat
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All reference times were recorded i
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Description of Remote Display - As
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mounted laptop computer (Figure 6-8
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Page 237 and 238: operations personnel or their contr
Page 239 and 240: Figure 6-90. Alarm status pane and
Page 241 and 242: Figure 6-92. Alarm triggered as a f
Page 243 and 244: Figure 6-95. Screen capture of the
Page 245 and 246: Figure 6-96. An example from a data
Page 247 and 248: Table 6-29. Differences found betwe
Page 249 and 250: 6.4 DATA INTEGRATION 6.4.1 Quantita
Page 251 and 252: Figure 6-100. Screen captures for S
Page 253 and 254: We used a screen-capture program at
Page 255 and 256: Results Table 6-32 records the time
Page 257 and 258: We acquired the appropriate plots a
Page 259 and 260: Figure 6-105. Track histories of ta
Page 261 and 262: synchronized, both spatially and te
Page 263 and 264: 0.004687 seconds ahead of the NTP t
Page 265 and 266: Figure 6-108: COP display showing f
Page 267 and 268: Figure 6-110: TVW display showing t
Page 269 and 270: The next example from NASWI involve
Page 271 and 272: Figure 6-114: TVW display showing t
Page 273 and 274: Figure 6-116: COP display showing a
Page 275 and 276: Fusion processing was enabled in th
Page 277 and 278: processing associated with this dat
Page 279 and 280: Figure 6-122: Track IDs shown for b
Page 281 and 282: Conclusion We successfully demonstr
Page 283 and 284: Of course, many other factors contr
Page 285: one, Jim Swift, had been exposed to
Page 289 and 290: Natural R.esoan:es Br.mch 22541Jolm
Page 291 and 292: Given these considerations, the IVA
Page 293 and 294: Results No maintenance was required
Page 295 and 296: acquired and is testing JRC S-band
Page 297 and 298: areas of overlap. Data fusion algor
Page 299 and 300: 6.8 FUNCTIONAL REQUIREMENTS AND PER
Page 301 and 302: Table 7-1. Cost Model for a Standal
Page 303 and 304: additional processors account of th
Page 305 and 306: Installation Site Assessment - Rada
Page 307 and 308: e incurred, depending on what infor
Page 309 and 310: eal time, avian radars and can dete
Page 311 and 312: Network Connectivity. The US Depart
Page 313 and 314: Airport Improvement Program (AIP) f
Page 315 and 316: 9 REFERENCES Anderson, C., and S. O
Page 317 and 318: APPENDIX A. POINTS OF CONTACT POINT
Page 319 and 320: POINT OF CONTACT Name Ryan King Mat
Page 321 and 322: APPENDIX B. ANALYTICAL METHODS SUPP
Page 323 and 324: METHOD #2: VALIDATION BY IMAGE COMP
Page 325 and 326: The pattern of yellows and blues in
Page 327 and 328: Radar Team (RT) Site Selection Sinc
Page 329 and 330: will measured the magnetic bearing
Page 331 and 332: Figure B-6. Using a GPS to record s
Page 333 and 334: • Visual Observer - observes bird
Page 335 and 336: Figure B-9. Flowchart of target con
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VT: “Radar, Team 2-Alpha copies T
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eam and the VTs have difficulty loc
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why it was changed, who made the ch
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METHOD #4: CONFIRMATION OF BIRD TAR
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Figure B-12. Duplexed image showing
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Table B-2. Dates, times, and antenn
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For the analysis of the simultaneou
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Table B-3. Altitude of the radar be
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Figure B-17. Diagram of sampling
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METHOD #6: DEMONSTRATING REAL-TIME
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APPENDIX C. DATA QUALITY ASSURANCE/
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APPENDIX D. SUPPORTING DATA D.1 Par
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Table D-1 (cont.). Date Track ID Up
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D.2 Listing of One-Hour Track Histo
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Table D-2 (cont.). 07:00-08:00 WI_A
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APPENDIX E. SURVEY OF AIRPORT PERSO
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used as the real-time target becaus
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Table E-1. Remote radar display lat
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7. Please rate the following where
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