Early adopters embrace private 5G

Posted on September 27, 2023

Early adopters embrace private 5G

The appeal of private 5G is driving companies to explore ways to improve the performance, scalability and flexibility of their mobile networks.

Enterprise deployment of the technology has been slow due to the pandemic and an immature device ecosystem, but that’s not stopping early adopters. To help get started, they’re turning to service providers, which can include telcos, private wireless vendors, hardware vendors, systems integrators, and major cloud players.

Here’s a look at how three private-5G deployments were rolled out.

Sports arena amps up visitor experience with private 5G

The Wells Fargo Center recently rolled out 5G, using Comcast Business to help set up the network. The Philadelphia sports arena is home to the Philadelphia Flyers of the National Hockey League, the Philadelphia 76ers of the National Basketball Association, and the Philadelphia Wings of the National Lacrosse League.

The deployment in the Wells Fargo Center uses a mix of 600 MHz and CBRS spectrum, according to Brian Epstein, head of strategic wireless solutions at Comcast Business. The CBRS component included a combination of CBRS Priority Access Licenses and CBRS General Authorized Access unlicensed spectrum.

“The private 5G network was ideally positioned to deploy small, less-intrusive cameras when and wherever we needed them,” says Phil Laws, the general manager at the Wells Fargo Center. Previously, the arena was using wired connections.

The cameras are used to focus on Gritty, the mascot of the Philadelphia Flyers hockey team, as well as Lou Nolan, the voice of the Flyers for 50 years.

“The 5G camera deployed at his position this season brought his famous ‘power play’ call directly onto the video board in an organic way that we had never tried before,” says Laws. “This deployment was seamless without needing cabling or really any preparation at all. Very point and shoot.”

The network was also tested for use streaming data to LED screens located on the sidewalk outside the arena. “Traditionally, displays on the exterior requiring regular updates have been fed using wired networks that fix them into a position forever,” he says. “With this type of deployment, the displays are free to roam where power can reach them. This will allow us to make adjustments to their use and position depending on the event need.”

The Wells Fargo Arena deployment also uses Nokia’s Digital Automation Cloud platform, an end-to-end private wireless networking and edge computing platform that includes radio, baseband stations, and software.

The 5G network is able to support other bandwidth-intensive and low-latency applications, says Comcast’s Epstein. “For example, with video streaming, mobile phones are used to shoot HD video that is distributed to screens on the scoreboard,” he says.

Specialist builds private 5G testbed

MxD set up a private 5G network at its manufacturing innovation facility in Chicago with help from wireless-infrastructure company Betacom, which recently added 5G-as-a-service to its suite of offerings. Betacom’s service can include network design and installation, as well as ongoing security and operations monitoring and management.

MxD is the nation’s Digital Manufacturing Institute and the National Center for Cybersecurity in Manufacturing, which partners with the Department of Defense and about 300 companies, including Boeing, Rolls Royce, Siemens, and John Deere.

“We started looking at 5G three years ago,” says MxD technical fellow Tony Del Sesto. The first project was using AT&T to set up a 5-mm wave 5G system. Then, a month ago they went live with a new private 5G network that uses midband 3.5 GHz CBRS spectrum, according to Del Sesto,

The goal is to test both approaches to 5G, and to allow manufacturing companies to come in and experiment with them, which is important because different 5G frequencies can perform differently on factory floors depending on local physical factors. “It’s hard for manufacturers to do tests in their own facilities,” says Del Sesto. “Especially when you’re running a business and can’t interrupt your operations.”

Using millimeter wave means having to work with a telco, he says, but that doesn’t mean that data has to leave the facility. “Even though it’s on a public network, it can circulate locally in the factory.”

Millimeter waves can offer extremely high speeds and bandwidth. “Shorter wavelengths don’t go through walls very far,” says Del Sesto. That means that facilities using those shorter wavelengths need more antennas to provide the same coverage.

On the other hand, with CBRS, a mid-band spectrum, a manufacturer doesn’t have to work with a telco, he says, and can operate the system itself. “I’m not going to say that one system is better or worse,” he says.

With either option, a factory can replace Ethernet cables with wireless connections, making it easier to move factory lines around and allowing for self-driving vehicles.

The biggest problem for enterprises today, Del Sesto says, is that the tablets and sensors and other IoT devices factories use aren’t yet ready for 5G. That will come, he says. Until then, factories might want to experiment with 5G gateways that gather data from IoT devices via wired connections but backhaul to data centers via 5G.

“By putting the sensors on a gateway, you usually save a bunch of installation money,” he says. “And there’s the flexibility. If you need to move a factory line, it’s a lot easier to move the gateway than to reroute all the Ethernet cable.”

Australian Football League taps system integrator

Marvel Stadium, an arena owned by the Australian Football League, chose to go with systems integrator Accenture for its private 5G network. Accenture partnered with Google Cloud and Australian telecom Telstra for the deployment, which is set to go live in in March of 2023.

The private 5G network will allow fans to navigate the stadium using smartphones. They’ll also be able to hold up their phone cameras to receive information about the environment or to access content such as player statistics and promotional communications from the football league. Other applications include augmented reality (AR) multi-player games and pre-game AR shows

“Technology such as 5G, AR and cloud have a wealth of potential to create new and innovative experiences,” says Behren Schulz, Accenture’s director of design and innovation in Australia and New Zealand.

Click here to read the full article from NETWORKWORLD.

The average US 5G connection is getting faster

Posted on September 21, 2023

The average US 5G connection is getting faster

T-Mobile is still the fastest 5G provider in the US by some distance, but all three of the major national mobile service providers recorded major increases in their average connection speed between March and June of this year, according to a report released today by Opensignal.

Much of the across-the-board increase, the report said, is due to the carriers beginning to use the mid-band 5G spectrum that was auctioned off recently by the FCC. Opensignal said that areas where C-band spectrum is available have seen noticeable improvements to average connection speeds.

Other areas of mid-band spectrum, however, are the reason why T-Mobile continues to boast a substantial lead over both AT&T and Verizon in Opensignal’s speed tests. T-Mobile averages 171Mbps over a 5G connection, compared to 72Mbps for Verizon and 53Mbps for AT&T, thanks in large part to its early acquisition of 2.5GHz spectrum, the researchers said.

“However, T-Mobile is not remaining idle and is continuing to advance the quality of its users’ 5G experience with rising 5G download speed and other measures,” the report said. “This is a clear indication that the carrier is pushing ahead on its plans to expand both breadth and depth of its mid-band 2.5 GHz 5G network.”

Verizon’s more rapid C-band build-out gave it a larger percentage bump to 5G speeds than its competitors, rising by nearly 30% over its mark since the last report. That compares favorably to a 10% bump seen by AT&T over the same period. The lower band 2.5GHz signals used by T-Mobile also offer an advantage in coverage range, given their stronger ability to propagate over long distances, and the report found that T-Mobile’s 5G network was available 40% of the time, compared to almost 19% for AT&T and just 10% for Verizon.There were also significant variations in average speeds when broken out by region, according to Opensignal – Verizon’s 72Mbps national average was pushed upward by figures of 100Mbps in several states, including Minnesota, Massachusetts, Rhode Island, Indiana and Michigan. AT&T posted numbers of between 79.3Mbps and 82Mbps in Maryland, Delaware and the District of Columbia.

The major carriers are more tightly grouped when it comes to upload speeds, however. T-Mobile still leads, at 17.8Mbps, but Verizon and AT&T are close behind at 14Mbps and 10Mbps, respectively.

Click here to read the full article from NETWORKWORLD.

How airlines give you internet access at 35,000 feet — and why it still needs a lot of work

Posted on August 30, 2023

How airlines give you internet access at 35,000 feet — and why it still needs a lot of work

Flights used to be a chance to sit back (albeit a bit cramped) and watch a recently released movie or catch up on some reading. Now they’re just another place to log on.

Delta and United each host more than 1.5 million inflight WiFi sessions a month, the airlines told CNN Business, while JetBlue said its service is used by “millions of customers” every year. Southwest declined to share specific numbers but said inflight Wifi is “popular.”

Alaska Airlines, meanwhile, estimates that about 35% of its passengers on average make use of its $8 onboard WiFi services which include surfing the web and streaming.

While most airlines will allow certain messaging apps for free, full internet access in the skies usually comes at a premium, with Delta charging nearly $50 for a monthly pass on US flights (though the airline plans to switch to a $5 per flight per device offering by the end of this year). But with a market that’s currently estimated at around $5 billion and projected to grow to more than $12 billion by 2030, according to research firm Verified Market Research, there’s a lot of room for improvement.

Inflight internet has been around for nearly two decades, with aircraft manufacturer Boeing announcing its service, known as Connexion, in April 2000 and debuting it on a Munich-Los Angeles Lufthansa flight in 2004. Boeing discontinued the service in 2006, saying the market for it had “not materialized” as expected. But the advent of smartphones and subsequent efforts by a host of satellite providers and airlines have helped the technology evolve significantly in the past decade — though it still has some catching up to do in order to compare to home and office networks.

How it works

There are two main types of inflight connections. The first, known as air-to-ground or ATG, relies on antennae attached to the aircraft that catch the signal from cellphone towers on the ground.

Intelsat, which launched air-to-ground services with American Airlines in 2008, currently operates a version of the technology on more than 1,000 aircraft across North America.

The one major drawback of this technology is that, much like cellphone service on the ground, it is dependent on the density and connectivity of towers, and so flights over rural areas, deserts or large water bodies are likely to suffer drops in connectivity. The maximum speeds for these systems are currently around 5 megabits per second (which is shared by hundreds of passengers), according to Andrew Zignani, a research director at technology intelligence firm ABI Research who specializes in wireless connectivity. By comparison, median global download speeds for mobile and fixed broadband are around 30 megabits per second and 67 megabits per second respectively, according to recent data from monitoring app Speedtest.

“To date, the biggest issues have been speed, limited availability, gaps in coverage, dropouts, and price,” Zignani told CNN Business.

That’s why airlines and providers are increasingly switching to satellite-based connections that are relatively less susceptible to interruptions because they can more effectively cover the entirety of the flight path from space and keep the signal active as it moves through the air.

That includes Intelsat, which has a network of over 50 satellites serving airlines such as Alaska, American, Delta, United, Air Canada, British Airways and Cathay Pacific.

“As regional jet fleets are refreshed we expect the majority to migrate to satellite-based solutions,” Jeff Sare, Intelsat’s president of commercial aviation, told CNN Business.

Viasat, another major provider used by several airlines around the world, uses its own network of satellites that provide high-speed connectivity and is gearing up to launch another satellite constellation later this year. The company debuted its services with JetBlue in 2013 and now serves more than a dozen airlines around the world.

But even satellite connections are currently capable of around 100 megabits per second per aircraft or around 15 megabits per second per passenger device, a far cry from the speeds terrestrial WiFi is capable of.

Many airlines use a combination of WiFi providers and types of technologies, depending on the type of aircraft and routes they need to be deployed on.

Newer players such as Starlink, the satellite internet service run by billionaire Elon Musk’s company SpaceX, are also entering the fray. Earlier this year, SpaceX announced a partnership with Hawaiian Airlines to provide high-speed internet through Starlink’s network of low-earth orbit satellites.

“Some of these solutions also adopt a hybrid approach, combining the best of both technologies to ensure optimal coverage depending on the specific flight path,” said Zignani. “I believe we will see opportunities for all technologies in the coming years, and recent partnerships are showing that each technology will have its own part to play,” he added.

Challenges and opportunities

There are still gaps between inflight WiFi and the networks you would use in your home, office, a coffee shop, or anywhere on the ground.

While most airline WiFi connections now support messaging and social media functions, and some even have live TV and video streaming capabilities, providing users with the same level of bandwidth and connectivity mid-air can be a challenge.

“The biggest point of difference for inflight WiFi is the complexity added by the mobility element,” Don Buchman, vice president and general manager for commercial aviation at Viasat, told CNN Business. “The aircraft is traveling at a high rate of speed, typically banking during the flight, and often flying across large geographical areas that demand consistent coverage for a high-quality in-flight connectivity experience.”

And while satellites solve for some of the restrictions that cellphone towers face, expanding the satellite network to keep up with increasing demand is not always straightforward.

As Sare of Intelsat puts it: “It is much faster and cheaper to deploy new cellular towers than to launch a satellite on a rocket.”

In a survey by Intelsat last year of airlines, service providers and equipment manufacturers, 65% of respondents said they anticipate increases in the number of passengers who expect to be connected while flying. The two biggest impediments to increasing inflight WiFi adoption, the survey indicated, were the high price of the service and “poor internet connection.”

Companies such as Viasat, Intelsat and Starlink continue to expand that capacity, however, launching more satellites every year in anticipation of the growing demand for their services. That added capacity will not only enhance the online experience for users, but could also potentially give airlines more avenues to monetize and lower the price.

“One example is ad sponsored inflight WiFi so passengers can access WiFi for free and use it however they would like,” Buchman said, adding that Viasat is also exploring ways to use its connectivity services to help airlines with functions such as crew management and aircraft maintenance.

The biggest priority, according to Sare of Intelsat, is shortening the time it takes to make those technological advances happen, and he foresees more partnerships between companies to help move the industry standard forward.

“Our vision is achieved when passengers can’t tell the difference between being connected on the ground and in the air.”

Click here to read the full article from CNN.

How airlines are working to improve inflight wifi

Posted on August 23, 2023

How airlines are working to improve inflight wifi

Alexis Hickox, head of global business development, Cabin Solutions at Collins Aerospace and Boeing’s inflight entertainment and connectivity strategy lead, Bryan Wiltse, reveal the latest in inflight wifi and connectivity thinking.

No matter how large the satcom antenna or well-stocked the server, wireless IFE and communications count on reliable, easily accessed wifi connectivity between aircraft systems and passenger devices.

And while messaging and streaming video keep the customers in the cabin happy, airlines are also finding an increasing role for wifi-enabled data transfer, not only for aircraft health monitoring and safety services, but also inflight planning and crew communications.

Compare your mobile phone, tablet, laptop or games console to the latest product online, and chances are it’s already not the latest model – obsolescence in 12 months is easily achieved and for a long lead time industry that’s as tightly regulated as aerospace, keeping pace is a major headache.

The airlines and connectivity providers have themselves compounded the challenge with years of claiming their service brings a home or office experience to the sky. Some industry insiders claim the experience has improved so quickly that inflight connectivity has struggled to keep pace.

The reality is that when it comes to moving data on or off the aircraft, physics and technology have so far denied airlines the ability to offer a genuine home/office experience to individual passengers, regardless of the quality of service on the ground. With technology continuing to advance, the gap between expectation and delivery is narrowing.

Bryan Wiltse says the OEM works hard to keep pace. “Boeing is constantly evaluating technology and working with expert suppliers in the connectivity space to provide the most current systems available. We work through rigorous evaluation processes to ensure the technology is safe and ready for introduction on a commercial airplane, while the focus on industry standards and standardised installation allows for easier upgrades as technology evolves.”

And, he agrees: “The consumer electronics industry very much drives what we’ll see next in airborne wifi and connectivity. Passengers and airlines will expect the next device, experience or functionality to work in the air as it does on the ground. This will drive future functionality within the connected airplane.”

Inflight wifi, aircraft cabins

Alexis Hickox, head of global business development, Cabin Solutions at Collins Aerospace, has worldwide responsibility for the company’s cabin connectivity business, primarily from the passenger perspective.

She says several elements are responsible for delivering a great wifi passenger experience, including the right broadband network: “We use Inmarsat’s GX aviation network, which is perhaps the highest performing available today.

“Passengers are particularly annoyed by ‘black spots’ between satellites, or their connection dropping off because of patchy satellite networks, put together using capacity provided by different operators. GX is provided by one party, with satellite coverage from overlapping beams, plus spot beams that can be directed at busy areas, delivering a seamless internet experience.”

When airlines wirelessly stream content only from onboard servers, satellite connectivity is irrelevant to wifi efficiency, but when internet connection is offered, wifi becomes only the conduit through which poor quality service is delivered to a passenger device – continuously needing to log back on very quickly becomes ‘extremely onerous’, Hickox says.

Meanwhile, the process of creating a ‘connected airplane’ is changing. Many airlines are continuing to upgrade aircraft fleets for satcom and wifi connectivity, while new-build airliners are increasingly delivered either equipped with IFEC suites, or provisioned ready to accept them with minimal modification.

In fact, the process of installing cabin wifi, streaming IFE and/or satcom connectivity is perhaps less demanding than expected.

Wiltse notes: “All Boeing’s production airplanes are capable of accepting wifi system installations, although they remain a customer choice, and airlines must select them for installation. Post-production installations can be purchased through Boeing Global Services.

“The difference between a production and retrofit installation is minimal. Regardless, installations include the same system hardware – broadband satellite antenna and subsystem, file server and wireless access points. The differences, if any, will typically be in the system wiring and equipment location. We provide post-production support, while Boeing Global Services supports airline requests for connectivity.”

Inflight wifi: IFE, connectivity

Considering the work required to engineer an aircraft for wifi, Wiltse reports: “Boeing has not made any specific airplane design or material changes to support wifi systems, but we have completed extensive airplane-level testing to determine the most advantageous equipment installation locations to maximise wireless coverage within the airplane. These optimised installation locations allow for the best possible aircraft wifi environment for the passengers and crew.”

Collins Aerospace’s Hickox explains the essential architecture of a cabin wifi network. “A wireless LAN infrastructure, capable of supporting multiple user sessions simultaneously, is required. Collins Aerospace uses a Miltote offering, which we’ve integrated into our overall solution.

“It means each wireless access point [WAP] can support around 60 high-definition streams concurrently, plus 255 IP addresses. On a narrowbody we’d usually install four WAPs, and five on a widebody, providing coverage for 240 passengers concurrently on the narrowbody and 300 on the widebody.

“Looking at a Collins Aerospace solution from a hardware perspective, it first requires the satellite hardware, comprising a modman, Ka-band aircraft network data unit [KANDU], radio frequency unit, antenna and radome. In the cabin, the wireless hub is a gateway server, linked to the WAPs with cabling.”

Collins Aerospace focuses on providing connectivity through its wireless IFE, but Hickox says the wifi architecture for a ‘simple’ streaming system linked only to an onboard server, would essentially be identical.

Considering the cabin as a wifi environment, Hickox reckons delivering good coverage is really relatively simple, a statement that may surprise those of us whose phones pick up their home router 100ft away in the garden, but fail to see it from the adjacent room. “The aircraft cabin isn’t a difficult environment for wifi. And, using high-performing WAPs that cover a considerable range, we can create separate SSIDs, creating discrete VPN networks for the crew and passengers. Neither interferes with the other and they’re securely managed.”

Cybersecurity ought to be a major concern in just about every aspect of our day-to-day lives, including when we connect to a wifi network and onto the internet during a flight. Collins Aerospace manages individual passenger security from the ground, via a system employing Sandvine cybersecurity software.

Inflight wifi, personal electronic devices

“It manages the network, helping optimise the passenger experience and providing tools, including TCP accelerators, to ensure data is protected. Our service is PCI compliant, so all data is also protected according to local rules and regulations.”

Hickox mentions Collins Aerospace’s ground infrastructure frequently, and it’s clearly a key component in delivering its IFE and communications offering, right down to the wifi that connects passenger devices via WAP to the server and onto broadband.

What does the infrastructure look like? “We integrate into Inmarsat’s network and we have New York and London as our primary ‘meet me’ points. They integrate into our ‘private’ global network, which is able to route data back to airline headquarters, for example. We also have our own data centres and capability to interface into airline networks.”

Beyond happy passengers

Hickox notes that Collins Aerospace is primarily seeing its airline customers seeking connectivity solution as a means of entertaining passengers, enabling them to source their own, online amusement.

Happy passengers certainly help make profitable airlines, but Hickox acknowledges there’s considerably more potential in wifi connectivity than simply entertaining customers. Gate and other aircraft communications can speed flight preparations, inform preventative maintenance and keep passenger data updated.

Boeing’s Wiltse says there’s no need for airlines to wait for suitable technology: “The capability to connect the airplane from gate-to-gate is available today. The ground connection can leverage various types of technology – cellular, 802.11, 802.16 and so on.

“In addition, the capability for continued use of the satellite broadband connection is now approved. Moving data – passenger manifest, catering requests, airplane health, media content and more – can be accomplished in multiple ways both on the ground and in the air.”

Airlines are already exploiting the potential of wifi at its most simple – in the cabin – as well as employing it as an operational tool, but must carefully apply resources to the critical, ongoing task of delivering quality customer support; passengers are typically uninterested in the mechanics, or physics, of an IFEC system, until it breaks.

Inflight wifi: IFE, connectivity

Airlines, providers and OEMs are therefore well advised to have robust customer service provision in place as an essential component of their overall connectivity provision.

It’s a requirement Collins Aerospace recognises. Hickox explains: “We have a number of ground-based tools and operational systems providing customer support and the capability to monitor all the communications and hardware on an aircraft, through our satcom dashboard.

“It actually covers flight deck and cabin, showing any problems with onboard equipment. We also have a content management system that airlines have access to, so they can manage their passenger internet packages.

“It means they can analyse requirements on individual routes and tweak the specific internet offering to best serve their customers. So, there’s the passenger and content management side of things, including the AVOD and internet packages, which the airline performs directly, and then the operational side, where Collins Aerospace works.”

The company gathers performance and health data from the cabin wifi system in flight, just as it does from its IFE servers and satcom equipment. Information on aircraft movement returns to the ground via ACARS, enabling Collins Aerospace to follow it using its flight tracking functionality.

“We also monitor the connectivity status and aircraft communications, via the satcom network. It consumes a very small slice of the ‘pie’ of data coming off the aircraft.”

Personal devices

Anyone who’s enthusiastically tackled the packaging on a wireless speaker freshly arrived from Amazon will know that connecting even the simplest devices via wifi, or even Bluetooth, isn’t always quite as straightforward as it ought to be.

Inflight wifi to which a passenger can’t connect is perhaps almost as frustrating as a network that continuously drops out. And yet passengers from all over the world travel on airliners flown by international operators, bringing with them devices of various capabilities and specifications.

How does Collins Aerospace ensure they will all connect with the minimum of hassle?

“We support pretty much all operating systems and devices, but if we see an anomaly from a particular country, we test the affected devices in our lab as part of the programme implementation test phase. We test extensively to ensure our systems are compatible with indigenous devices and hardware.”

The process obviously requires that Collins Aerospace keep a close eye on the types of device likely to come on board when a new operator begins using its IFE systems, but there’s actually even more to it than that. “There’s also the challenge of what particular apps or messaging applications a country might have. We have to ensure our systems on the ground and in the air will interface with those as well.”

With the vast potential of satcom and wifi already extensively exploited, what’s next for the industry? Speaking for Collins Aerospace, Alexis Hickox first considers past challenges.

“Looking at the early providers in North America, the model was to provide full hardware and service, offering carriers a potentially low cost entry. I think the challenge now is for airlines to justify the investment in hardware and service provision, and the vendors need to help them find the business case that strikes the right balance between investment and return. It’s something Collins Aerospace can do well because we have so many systems on the aircraft and on the ground.

“Today, we find that when an airline is looking to move forward with internet provision, the evaluation stage is really about the business case and what they’ll do with the service. Providing internet to passengers is an important part and their expectation that it will be available is the major driver, but not the only benefit to the airline.

“Using the broadband link and secure flight deck wifi access for EFB applications, for example, or providing real-time, inflight data access and offload, deliver real operational advantages.

“Wireless IFE is also far more dynamic than traditional in-seat systems. Much of it is software-driven and airlines have considerably greater control over what they can do and when they can do it. Rather than having to wait for their IFE provider to support content changes, for example, they can do it themselves.”

Asked how Boeing sees its wifi future, Wiltse’s response is understandably circumspect: “The world has become more connected and the ever-increasing number of connected ‘things’ certainly provides intriguing opportunities within aerospace. Boeing is exploring the significant potential of this space.”

Click here to read the full article from Aviation Business News.

People are just realizing Wi-Fi speed is ruined by two common household activities – including heating problem

Posted on August 16, 2023

People are just realizing Wi-Fi speed is ruined by two common household activities – including heating problem

TWO household activities that many people do every day can negatively impact your Wi-Fi signal. They’re not always easily avoided, but it’s good to be aware of how they impact your Wi-Fi – and how you can make small changes to minimize their effect. That way you can try and plan important video calls or downloads for specific times.

How you clean and heat your home could be affecting your Wi-Fi

How you clean and heat your home could be affecting your Wi-FiCredit: Getty

The first activity is vacuuming your home.

Using your vacuum near your Wi-Fi router might disrupt your speed. This isn’t constantly happening and can depend on where you’re cleaning. Some interference is possible due to the electric motor in vacuums and the radiation they can emit. Once you switch the vacuum off or are at a suitable distance, any disruption should stop.

The second household activity that can slow your Wi-Fi is heating your home.

How you heat your home probably doesn’t come to mind when you think of your Wi-Fi performance but it can affect it. Underfloor heating can cause big problems when it comes to internet speed, according to Eye Networks. It’s definitely something worth considering if you expect your Wi-Fi signal to reach multiple floors. That’s because underfloor heating involves metal. Metal is a hard substance for Wi-Fi signals to penetrate. Anyone using hydronics to heat their home might also encounter some Wi-Fi issues. Hydronic heating involves liquid water or gas moving around pipes in your home.

Water is another difficult substance for Wi-Fi signals to move through. That’s because water easily absorbs the radiation sent out by your router, leaving a black hole with no signal around the area in question. To try and resolve these issues, move your router away from pipes and large amounts of water. Try and keep it raised and as central in your home as possible.

Click here to read the full article from The U.S. Sun.