Michael Sandrock, chairman of TelematicsPRO, talks to TheWhereBusiness about the navigation process for pedestrians.

TelematicsPRO is using the Metropolitan Navigation test platform, or MetroNAV, an open system for mobile navigation services.

MetroNAV is a market promotion and testing platform for precompetitive applications, projects and products focusing on traffic management, geoinformation and tourism. It connects product providers and applications within the metropolitan areas of Berlin and Brandenburg.

TelematicsPRO is managing product testing for private enterprises who want to make the most of the Galileo satellite navigation system. The Galileo system is planned to become operational from end of 2013.

"The Berlin MetroNav test demonstration field will ensure the validity of product development, especially for pedestrians," says Michael Sandrock, chairman of TelematicsPRO.

This development is significant considering that the navigation process for pedestrians in densely populated areas is much more complex than in-vehicle navigation. Pedestrians need more technical location assistance like WLAN or RFID. So if one signal source is blocked, then another option must meet the need for location.

TheWhereBusiness correspondent Ritesh Gupta recently spoke to Sandrock about the significance of Berlin MetroNav test demonstration field and also the navigation process for pedestrians.

Ritesh Gupta: The navigation process for pedestrians in densely populated areas is much more complex than in-vehicle navigation. What initiatives have been taken by the industry to overcome the challenges? What new trends have you witnessed in this arena?

Michael Sandrock: We know about a rising number of projects in this arena. Start-ups have emerged quite successfully.

One of them to name is United Maps (Munich) - they developed and produce map technology for pedestrian requirements. (With a proprietary technology, United Maps algorithmically matches and merges line vector sets to produce hyper-local maps on large scales between 1:5'000 to 1:1'000. Geometries and attributes of original, primary datasets are enriched, completed and yet remain intact and fully navigable. Secondary data extends relevant content for mobile use cases outside vehicle traffic. Technically, the conflation of two different vector sets produces a better and richer third set, a 'united map'. United Maps' professional editors add and complete original features and guarantee industrial quality standards, according to the company).

Special working groups and initiatives for this topic are rare; in general this topic is been worked out as a cross section function for navigation technologies in various initiatives.

 

RG: Pedestrians need technical location assistance like WLAN or RFID. In case one signal source is blocked, then another option must meet the need for location. What is being done to ensure that the user experience is smooth? Can you highlight the approach being taken to overcome such hurdles?

MS: Most of the providers offer single technology access; cross section seems to be complex and is too costly. We often recognise approaches in seamless navigation - which will be the challenge - where the label promises what can hardly be realised in practical tests.

The Berlin MetroNav test demonstration field will ensure the validity of product development, especially for pedestrians.

 

RG: It is highlighted that it is not possible to be located inside buildings using navigation signals transmitted by satellites as the signals are weakened or impeded by building structures. How has the industry overcome challenges pertaining to working on location-sensing technologies other than GPS and also access to indoor map data via strong and verifiable security measures?

MS: More satellites, especially Galileo, will close the application gap. But that does not close the gap to the linkage with terrestrial position technologies. This process is in the initial stages; standardisation is needed and must be enforced by regulations. And it needs cooperation - a critical path in practical company functions. Research programs by the national institutions and within 7 FP EU are set up to answer the open technical questions.

 

RG: What is being done to provide a variety of routing options to users - including those entirely on foot, or with portions on public transit systems?

MS: Little, and it is difficult. Software companies are used to creating new programs and functions. Negotiations and contract procedures with institutions like municipalities or public transport companies are not part of their key competencies. Providers, on the other hand, deny the financial risk, which indeed does exist.

 

RG: How do you assess the emergence of software-only location platforms that can quickly determine the location of any Wi-Fi enabled mobile device with an accuracy of 10-20m?

MS: 10-20m is too vague. Pedestrians need better accuracy - when they are handicapped, often better than 1m. I know that software location platforms could be a good compensation for areas where position accuracy is not given. But in this case, the next problem would be privacy rights. The more accurate you want the software systems to be, the more detailed information you need about the position environment.

 

Michael Sandrock is scheduled to conduct a workshop at the Navigation & Location Summit Europe 2010 event, which will be held in Berlin on June 15th - 16th.

 

For more information, email Helen Raff, TheWhereBusiness general manager, or telephone +44 (0) 207 375 7582 (UK).