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1 INTRODUCTION 
The economic development of a country depends to a high degree 
on the state of its network of lines of transportation. Therefore, 
highways, railroads and shipping routes have to be extended, 
improved and maintained permanently. Prerequisite to an efficient 
management of these public responsibilities is an up-to-date 
information system founded on a current database. 
This information system contains the geometry and the topology of 
the transportation network, usually georeferenced, and attribute 
data, describing the condition, the capacity and the furnishings of 
the trade routes. It is usually designed as a special purpose geo 
information-system (GIS). 
The data acquisition for the databases is extremely costly since 
existing maps are usually outdated, incomplete and inaccurate, so 
that additional field survey is required to meet even moderate 
quality requirements and the data base must be updated with high 
frequency. A yearly revision rate of up to ten per cent has to be 
envisaged. The effort to keep up with these changes is often 
underestimated since the unavoidable field work is slow and 
expensive. An attempt to automate the field survey and thus to 
speed up and economize the data acquisition for building and 
updating databases is the development of the Kinematic Survey 
System (KiSS) at the Institute of Geodesy of the University of the 
Federal Armed Forces Munich. 
2 REAL TIME DATA ACQUISITION WITH KiSS 
The mobile measuring unit of the KiSS consists of two subsystems 
serving different purposes. The trajectory subsystem contains an 
inertial navigation system (INS) in strap-down mechanisation, 
featuring two two-axes mechanical, dry-tuned gyros and three 
accelerometers. This main sensor package provides autonomously 
position and attitude of the van at a high frequency. 
Figure (1) shows an overview of all sensors of the KiSS. The 
sensors for the determination of the trajectory are placed in the left 
side of the scheme. Since the signals of inertial sensors are 
contaminated by progressive systematic deviations, aiding 
observations are required to obtain steady accuracy. These are zero 
velocities (ZUPT), when the van stands still, velocities from an 
odometer, heights from a barometer and DGPS-positions whenever 
four or more satellites are in view. The satellite fixes using pseudo 
ranges have an accuracy of about 0.5 m and are provided with 5 Hz. 
The availability of DGPS is close to 80 percent, while the coverage 
of OTF-positions using phase measurements is below 20 per cent. 
Figure 2: The mobile measuring system on the roof rack of the van 
The second subsystem is composed of a pair of monochrome CCD- 
cameras which take simultaneously images of the situation in 
driving direction. Fig (2) shows the mobile measuring system with 
the GPS antenna and the CCD Cameras mounted on a roof rack of 
the van 1,80 m apart. They cover an area from 10 to 50 m in front 
of the van and 20 to 30 m to the right. So, driving both directions, 
all objects in a corridor of about 50 m are captured by the system. 
Additional information on objects along the route and on the 
condition of the roadway is provided by a color VHS video system 
and a voice recording unit. The sensor readings are synchronised 
with the PPS-signal of the Global Positioning System. 
Figure 1 : Overview of the Kinematic Survey System (KiSS)