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

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state radars is the use of coherent filtering within the radar sensor to reduce clutter. Similar technological advances can be anticipated in clutter removal algorithms, data analysis and visualization products, and a host of other components. Using the Information from an Avian Radar System. Automated, real-time avian radar systems are so new that it is unclear at this stage what type(s) of information each potential class of enduser will want. It is, however, apparent that in the near-term the primary applications will be those of natural resources managers and BASH personnel who will use the information to better manage the bird populations at their facility – for a variety of environmental and air-safety applications. These users are likely to use these systems to increase their coverage of local and migratory bird populations – to “do more with less.” In most cases they will use this expanded coverage to elucidate spatial and temporal patterns and the underlying dynamics of those populations. In some cases their uses may include real-time data feeds, such as the “sense and alert” scenarios discussed in Section 6.3.1.5 and Section 6.3.1.4, but principally avian radars will allow the resource managers to respond to events the radar has detected in a more timely matter. How, and in what form, the data avian radars can provide will be conveyed to control tower personnel or air crews will the subject of many investigations as these systems are brought online at military and civil airports alike. Relationship Between the IVAR and CEAT Projects. As discussed throughout this report, the Center for Excellence in Airport Technology (CEAT) at the University of Illinois and the IVAR project were collaborative efforts. CEAT was sponsored by the Federal Aviation Administration (FAA) to evaluate the deployment of avian radar technology at civil airports, and focused its attention on the processes for the selecting, deploying, and using avian radar technologies for BASH applications within the operating environments at those facilities. IVAR was funded by DoD (ESTCP) to demonstrate the maturity of avian radar technology for both natural resources management and BASH applications at military facilities (including airfields), and focused more on validating that the technology could performed as required by these two applications. The CEAT and IVAR efforts were initiated about the same time and shared resources, personnel, and data. They both wound up evaluating avian radar systems from Accipiter Radar Technologies, Inc., although they arrived at that selection through independent paths. In fact, it was through ARTI that the two projects became aware of one another. The two projects produced their statements of functional requirements and performance specifications for avian radars independently, based on the requirements of their different audiences 33 . However, those specifications were often based on shared data, and the staffs of the two projects reviewed drafts of the other’s documents. Both projects independently reached the same conclusion regarding the state of avian radar technology and where it can be most effective in its current state – as a tool to support wildlife managers. Consequently, the IVAR staff fully anticipates that once Advisory Circular 150/5220-25 (FAA, 2010) has been fully adopted by the FAA, its guidelines will be widely utilized by civil and military airfields alike. These similarities and collaborations notwithstanding, neither audience for avian radar technology, civil or military, is dependent upon the results of either project in their acquisition or application of this technology. Compliance with the Advisory Circular 150/5220-25, which was generated from the results of the CEAT project, is mandatory only if a civil airport is seeking 33 Those audiences are often the same: For example, at “Joint-Use” facilities where the Air National Guard and a civil airport might share the same runways and control towers, and have similar safety management programs. 288
Airport Improvement Program (AIP) funds to help pay for the avian radar system. Both projects conducted similar demonstrations but for different audiences. Both produced evaluations and guidelines for applicability of this technology. The fact that they were able to work together so closely has increased the value of both DoD’s and the FAA’s investment in the evaluation of avian radar technology. Technology Transfer. This report summarizes the demonstrations conducted by the IVAR project that establish the avian radar systems we evaluated are mature, they can operate under a wide range of realistic conditions at military facilities, and they can generate a variety of parametric data from avian targets and present those data as useful data products for both realtime and historical applications. In short, these products are ready for market. The avian radar systems and components discussed in this report, or their commercial equivalents 34 , are available for purchase as off-the-shelf products. Avian radar products by other vendors (see Section 6.7) are also available for purchase. All of these vendors have system configurations that are suitable for natural resources management and for BASH applications. All have experienced wildlife management and/or BASH personnel on staff who can assist the end-user with the selection, siting, commissioning, and operation and maintenance of their products, plus documentation and training courses for these products. Avian radar technology is also developing rapidly as the requirements of the BASH and natural resources management markets become better defined. Better height-finding antennas, solidstate transceivers, and advanced situational awareness displays and alert notification software have come onto the market in the short time since the IVAR project completed its studies. Improvements in the technology and its application should continue as the markets continue to grow. However, as is often the case with maturing technologies, the issues surrounding avian radar systems today are less about the technology and more about the application of that technology. The FAA Advisory Circular (AC) 150/5220-25 (FAA, 2010) provides a good roadmap and concept of operations (CONOPS) for selecting, deploying, and operating avian radar systems for BASH applications. It discusses the benefits and limitations of avian radar technology, and provides sound recommendations on the importance of developing a clear understanding of a facility’s needs and requirements before deciding to acquire and use this technology. The Advisory Circular also provides functional and performance specifications for avian radar systems, similar to those presented in Appendix B of this report, plus additional system standards. Finally, the AC provides guidance on the deployment and operation and maintenance of avian radar systems at airports. Much of the information in the AC is equally applicable to civil and military applications. In addition to the published guidance in the FAA Advisory Circular, the four military facilities that participated IVAR project (see Section 4) have personnel on staff who are experienced in the application of avian radar technology for both BASH and natural resources management applications. Contact information for these individuals is available from the author of this report upon request. BASH personnel at other military airfields that were not part of the IVAR project 34 The eBirdRad systems that form the centerpiece of the avian radar systems evaluated by the IVAR project were developed for test and evaluation purposes. The CEAT project purchased the commercial equivalents from ARTI for its studies. It is these commercial products, or their even more modern equivalents, that military facilities would purchase in today’s marketplace. 289
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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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very good because the system was sa
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operations personnel or their contr
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Figure 6-90. Alarm status pane and
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Figure 6-92. Alarm triggered as a f
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Figure 6-95. Screen capture of the
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Figure 6-96. An example from a data
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Table 6-29. Differences found betwe
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6.4 DATA INTEGRATION 6.4.1 Quantita
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Figure 6-100. Screen captures for S
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We used a screen-capture program at
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Results Table 6-32 records the time
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We acquired the appropriate plots a
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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
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Page 287 and 288: Methods The US military 27 designat
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: Network Connectivity. The US Depart
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
Page 337 and 338: VT: “Radar, Team 2-Alpha copies T
Page 339 and 340: eam and the VTs have difficulty loc
Page 341 and 342: why it was changed, who made the ch
Page 343 and 344: METHOD #4: CONFIRMATION OF BIRD TAR
Page 345 and 346: Figure B-12. Duplexed image showing
Page 347 and 348: Table B-2. Dates, times, and antenn
Page 349 and 350: For the analysis of the simultaneou
Page 351 and 352: Table B-3. Altitude of the radar be
Page 353 and 354: Figure B-17. Diagram of sampling
Page 355 and 356: METHOD #6: DEMONSTRATING REAL-TIME
Page 357 and 358: APPENDIX C. DATA QUALITY ASSURANCE/
Page 359 and 360: APPENDIX D. SUPPORTING DATA D.1 Par
Page 361 and 362: Table D-1 (cont.). Date Track ID Up
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Table D-1 (cont.). Date Track ID Up
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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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