Four on-road studies were conducted in the Clifton area of Nottingham, UK, aiming to explore the relationships between driver workload and environmental engagement associated with ‘active’ and ‘passive’ navigation systems. In a between-subjects design, a total of 61 experienced drivers completed two experimental drives comprising the same three routes (with overlapping sections), staged one week apart. Drivers were provided with the navigational support of a commercially-available navigation device (‘satnav’), an informed passenger (a stranger with expert route knowledge), a collaborative passenger (an individual with whom they had a close, personal relationship) or a novel interface employing a conversational natural language ‘NAV-NLI’ (Navigation Natural Language Interface). The NAV-NLI was created by curating linguistic intercourse extracted from the earlier conditions and delivering this using a ‘Wizard-of-Oz’ technique. This term describes a research experiment in which subjects interact with a computer system that they believe to be autonomous, but which is actually being operated or partially operated by an unseen human being. The different navigational methods were notable for their varying interactivity and the preponderance of environmental landmark information within route directions. Participants experienced the same guidance on each of the two drives to explore changes in reported and observed behaviour. Results show that participants who were more active in the navigation task (collaborative passenger or NAV-NLI) demonstrated enhanced environmental engagement (landmark recognition, route-learning and survey knowledge) allowing them to reconstruct the route more accurately post-drive, compared to drivers using more passive forms of navigational support (SatNav or informed passenger). Workload measures (the Tactile Detection Task (TDT) and the National Aeronautical and Space Administration Task Load Index (NASA-TLX)) indicated no differences between conditions, although SatNav users and collaborative passenger drivers reported lower workload during their second drive. The research demonstrates clear benefits and potential for a navigation system employing two-way conversational language to deliver instructions. This could help support a long-term perspective in the development of spatial knowledge, enabling drivers to become less reliant on the technology and begin to re-establish associations between viewing an environmental feature and the related navigational manoeuvre.

The control segment in satellite navigation systems is responsible for estimating satellite orbit and clock bias which is required for a reliable Position, Navigation and Timing (PNT) user service. Initial orbit determination is a crucial step which accounts for all unknowns/anomalous parameters such as satellite orbit manoeuvres, on board and receiver clock frequency variations and environmental effects. It is vital that the estimates of the orbits and clock are insensitive to these factors. In this paper, an initial orbit determination method is presented using existing robust methodology for estimation of initial satellite position and its propagation using a variant of the Kalman Filter (KF) which allows the initial position determination process to be independent of satellite and receiver anomalies. The derivation of this KF variant is presented. Preliminary results obtained from simulated data are shown. The said method is checked for robustness by comparing results obtained for a given satellite position data set with that from the conventional Kalman Filter. The conventional KF exhibits divergence due to anomalies which are eliminated by the use of the method presented in this paper.

This paper presents a taxonomy of human wayfinding behaviours. For the purposes of this paper, wayfinding is purposeful navigating in everyday life, in man-made environments, traversing an environment or aiming for an objective with which the individual is unfamiliar. The taxonomy is developed through a review of wayfinding literature from research and practice, user studies conducted specifically for this research and a process of thinking by designing. This taxonomy can also be applied to navigating in documents printed on paper and on-screen, but this paper concentrates on behaviours in environmental space. This taxonomy creates twelve categories of behaviour differentiated by the characteristics of the information that they use. The categories of behaviour are also separated into three groups: social, semantic and spatial. This paper briefly describes and gives examples of each of the categories of behaviour. This is followed by insights into the behaviours from user studies conducted by the author. (This paper borrows its title from Cohen, 2015).

The acquisition of modern Global Navigation Satellite System (GNSS) signals may be difficult due to the presence of a secondary code. Indeed, short coherent integration times should be used without non-coherent integration, which implies a low sensitivity; or long coherent integration times should be used, requiring synchronisation with the secondary code and thus a full correlation, which implies a significant computational burden, especially for signals with long secondary codes such as the Galileo E5 signal. A third option that lies between the previous two is to perform a partial correlation using less than one secondary code period as input, however this is less efficient in terms of complexity than using an entire secondary code period, and the code's autocorrelation properties are completely changed. The authors recently proposed a method based on combining secondary code correlations, allowing the use of intermediate coherent integration times with the possibility to do non-coherent integrations, and the method was successfully applied to the Global Positioning System (GPS) L5 signal. This paper studies the application of the method to the Galileo E5 signal, compares it with the partial correlation method, and discusses the case where less than one secondary code period is used as an input

Differential Global Positioning Systems (DGPS) and the European Geostationary Navigation Overlay Service (EGNOS) are included in a group of supporting systems (Ground-Based Augmentation System (GBAS)/Space-Based Augmentation System (SBAS)) for the American GPS. Their main task is to ensure better positioning characteristics (accuracy, reliability, continuity and availability) compared to GPS. Therefore, they are widely applied wherever GPS failures affect human safety, mainly in aviation, land and marine navigation. The aim of this paper is to assess the predictable positioning accuracy of DGPS and EGNOS receivers using a vessel manoeuvring in the Bay of Gdansk. Two receivers were used in the study: a Simrad MXB5 (DGPS) and a Trimble GA530 (EGNOS), which were simultaneously recording their coordinates. The obtained values were compared with the trajectory computed using a geodetic Global Navigation Satellite System (GNSS) receiver (Trimble R10) connected to a GNSS network, ensuring an accuracy of 2–3 cm (p = 0·95). During a four-hour measurement session, the accuracy statistics of these systems were determined based on around 11,500 positionings. Studies have shown that both positioning systems ensure a similar level of accuracy of their positioning services (approximately 0·5–2 m) and they meet the accuracy requirements set in published standards.

This paper presents a real-time and deterministic path planning method for autonomous ships or Unmanned Surface Vehicles (USV) in complex and dynamic navigation environments. A modified Artificial Potential Field (APF), which contains a new modified repulsion potential field function and the corresponding virtual forces, is developed to address the issue of Collision Avoidance (CA) with dynamic targets and static obstacles, including emergency situations. Appropriate functional and safety requirements are added in the corresponding virtual forces to ensure International Regulations for Preventing Collisions at Sea (COLREGS)-constrained behaviour for the own ship's CA actions. Simulations show that the method is fast, effective and deterministic for path planning in complex situations with multiple moving target ships and stationary obstacles and can account for the unpredictable strategies of other ships. The authors believe that automatic navigation systems operated without human interaction could benefit from the development of path planning algorithms.

In order to investigate the benefits of compound waterways more fully, this study reveals vessel navigational mode and traffic conflicts in a compound waterway through a case analysis, following which a type of simplified prototype of a compound waterway is proposed and three key conflict areas are specified. Based on the three key sub-models of slot allocation for vessels in a waterway entrance, traffic flow conversion of a main and auxiliary waterway in a precautionary area, and traffic flow coordination of division and confluence in a Y crossing area, a vessel traffic scheduling optimisation model is presented, with the minimum waterway occupancy time and minimum total waiting time of vessels as the objective. Furthermore, a multi-objective genetic algorithm is proposed to solve the model and a simulation experiment is carried out. By analysing the optimised solution and comparing it with other scheduling schemes in common use, the results indicate that this method can effectively improve navigation safety and efficiency in a compound waterway.

The technique of tracking a non-cooperative manoeuvring satellite is important for Space Situation Awareness (SSA). However, the classical extended Kalman filter cannot work successfully in this situation. Motivated by this problem, a novel Extended Kalman Filter with Input Detection and Estimation (EKF/IDE) method is proposed in this paper for tracking a non-cooperative satellite with impulsive manoeuvres. The impulsive manoeuvre is modelled as an unknown acceleration without any prior information. An unbiased minimum-variance input and state estimation method is introduced to estimate the manoeuvre acceleration. An approach based on the Mahalanobis distance of the manoeuvre estimate error is proposed for manoeuvre detection. With the impulsive manoeuvre being detected and estimated accurately, an adaptive extended Kalman filter is proposed to estimate the state of the target. An approach of covariance inflation is proposed to deal with the manoeuvre during the unobserved period. Simulations and Monte Carlo experiments are implemented to demonstrate the feasibility and validity of the proposed method. The results of simulations show that the proposed method can accurately detect and estimate unknown impulsive manoeuvres of a non-cooperative satellite. Through the compensation of the estimated manoeuvre, the estimation of position and velocity after the manoeuvre maintains the accuracy of the pre-manoeuvre period, demonstrating the robustness of the proposed method against unknown manoeuvres.

In this paper, a novel method for autonomous navigation for an extra-terrestrial body landing mission is proposed. Based on state-of-the-art crater detection and matching algorithms, a crater edge-based navigation method is formulated, in which solar illumination direction is adopted as a complementary optical cue to aid crater edge-based navigation when only one crater is available. To improve the pose estimation accuracy, a distributed Extended Kalman Filter (EKF) is developed to encapsulate the crater edge-based estimation approach. Finally, the effectiveness of proposed approach is validated by Monte Carlo simulations using a specifically designed planetary landing simulation toolbox.

Ionospheric scintillation effects degrade satellite-based radio communication/navigation links and influence the performance of Global Navigation Satellite Systems (GNSS). An adaptive wavelet-based decomposition technique, Synchrosqueezing Transform (SST), with a Detrended Fluctuation Analysis (DFA) algorithm has been implemented for time-frequency representation of GNSS multi-component signals and mitigation of scintillation effects. Synthetic In-phase (I) and Quadra-phase (Q) samples were collected from the Cornell Scintillation Model (CSM) and the CSM amplitude scintillation signal was processed with SST-DFA for the detection of noisy scintillation components and mitigation of ionospheric scintillation effects. Also, performance of the SST-DFA algorithm was tested for real-time GNSS ionospheric scintillation data collected from a GNSS Software Navigation Receiver (GSNRx) located at a low-latitude station in Rio de Janeiro, Brazil. The de-noising performance of the SST-DFA algorithm was further evaluated and compared with a low-pass Butterworth filter during different ionospheric scintillation time periods. The experimental results clearly demonstrated that the proposed method is reliable for mitigation of ionospheric scintillation noise both in time and frequency scales.

The multipath effect and Non-Line-Of-Sight (NLOS) reception of Global Positioning System (GPS) signals both serve to degrade performance, particularly in urban areas. Although receiver design continues to evolve, residual multipath errors and NLOS signals remain a challenge in built-up areas. It is therefore desirable to identify direct, multipath-affected and NLOS GPS measurements in order improve ranging-based position solutions. The traditional signal strength-based methods to achieve this, however, use a single variable (for example, Signal to Noise Ratio (C/N0)) as the classifier. As this single variable does not completely represent the multipath and NLOS characteristics of the signals, the traditional methods are not robust in the classification of signals received. This paper uses a set of variables derived from the raw GPS measurements together with an algorithm based on an Adaptive Neuro Fuzzy Inference System (ANFIS) to classify direct, multipath-affected and NLOS measurements from GPS. Results from real data show that the proposed method could achieve rates of correct classification of 100%, 91% and 84%, respectively, for LOS, Multipath and NLOS based on a static test with special conditions. These results are superior to the other three state-of-the-art signal reception classification methods.

In this study, possible ionospheric precursors of the Mw7·1 Van earthquake are investigated with temporal, spatial and spectral analyses. For this purpose, Global Navigation Satellite System (GNSS) data of 11 International GNSS Service (IGS) stations and 17 Turkish National Permanent Real-Time Kinematic (RTK) Network (TNPGN-Active) stations were utilised. In addition, Global Ionosphere Map (GIM) data produced by the Center for Orbit Determination in Europe (CODE) was used to obtain GIM-vertical Total Electron Content (vTEC) values for the epicentre. The results of the temporal and spectral analysis indicate an increase (2–8 Total Electron Content Units (TECU)) before the Van earthquake occurred on 9 October, 15–16 October and 21–23 October within 15 days, 8–9 days and 1–3 days prior to the earthquake. The Cross-Wavelet Transform (CWT) method was used to examine the presence of correlation between noticeable variations and space-weather. It is deduced from the CWT analysis that the anomalies should originate from either solar effects or the Van earthquake due to coupling between the F10·7 solar activity index and TEC variations on the anomaly days. The results demonstrate that interdisciplinary approaches and various methods including frequency domain could be used to determine the presence of an earthquake-related anomaly in the ionosphere accurately.

Rotation vector-based attitude updating algorithms have been used as the mainstream attitude computation algorithms for many years. The most popular methodology for designing the rotation vector algorithm is by leveraging multiple samples of gyro integrated angular rate measurements. However, it has been pointed out by many researchers that the attitude updating accuracy is limited when using the multiple samples rotation vector algorithms, especially when the platforms work under high rate manoeuvres. The third-, fourth-, fifth- and sixth-order Picard component solutions of the rotation vector differential equation are given in this paper. A new design methodology for rotation vector-based attitude updating algorithms is proposed. Different vibratory dynamics and high rate manoeuvre roller coaster experiments were conducted to validate the effectiveness of the new algorithm. The results demonstrate the high accuracy of the new algorithm compared with conventional coning correction methods. The proposed algorithm can also be used in high accuracy attitude computation of a post-processing system, especially when the output frequency of the gyro is limited.

A Laser Scanning aided Inertial Navigation System (LSINS) is able to provide highly accurate position and attitude information by aggregating laser scanning and inertial measurements under the assumption that the rigid transformation between sensors is known. However, a LSINS is inevitably subject to biased estimation and filtering divergence errors due to inconsistent state estimations between the inertial measurement unit and the laser scanner. To bridge this gap, this paper presents a novel integration algorithm for LSINS to reduce the inconsistences between different sensors. In this new integration algorithm, the Radial Basis Function Neural Networks (RBFNN) and Singular Value Decomposition Unscented Kalman Filter (SVDUKF) are used together to avoid inconsistent state estimations. Optimal error estimation in the LSINS integration process is achieved to reduce the biased estimation and filtering divergence errors through the error state and measurement error model built by the proposed method. Experimental tests were conducted to evaluate the navigation performance of the proposed method in Global Navigation Satellite System (GNSS)-denied environments. The navigation results demonstrate that the relationship between the laser scanner coordinates and the inertial sensor coordinates can be established to reduce sensor measurement inconsistencies, and LSINS position accuracy can be improved by 23·6% using the proposed integration method compared with the popular Extended Kalman Filter (EKF) algorithm.

Cooperative hunting with multiple Autonomous Underwater Vehicles (AUVs) not only needs the AUVs to cooperate, but also demands real-time path planning to catch up with evading targets. In this paper a time-based alliance mechanism to form efficient dynamic hunting alliances is proposed. After that, during the active hunting stage, an improved neural network model based on a Glasius Bio-inspired Neural Network (GBNN) is presented for path planning to immediately achieve tracking of an intelligent target. This study shows that the improved GBNN model has good performance in real-time hunting path planning. From the simulation studies as described in this paper, both the hunting alliance formation mechanism and the proposed real-time hunting path planning strategy show their advantages. The results show that the improved GBNN model proposed in this paper can work well in the control of multiple AUVs to hunt for intelligent evading targets in environments containing obstacles.

When ships approach each other, they should keep a minimum area around them clear of other vessels in order to remain safe. The geometrical shape of this area has been studied since the early 1970s and is defined as the ship domain. The progress in computer capacity since then and the introduction of the Automatic Identification System (AIS) provides the potential to further investigate the size and the governing factors of the domain. This investigation revisits and proposes a method using data based on 600,000 ship encounters at 36 locations. It is concluded that the ship domain has the shape of an ellipse with half axis radii of 0.9 and 0.45 nautical miles. However, there are two factors that greatly affect the ship domain: how large the area is that is used to gather vessel intersections and whether they are constrained by water depth. In contradiction to some previous research, it is found that the ship domain is unrelated to the length of the ship.

Seafloor geodetic studies such as Global Positioning System (GPS)-Acoustic experiments often require the measurement platform on the sea surface to be positioned accurately to within a few centimetres. In this paper, we test the utility of Precise Point Positioning (PPP) for this application with two experiments. The first fixed platform experiment is a comparison between three independent processing software packages: Positioning and Navigation Data Analyst (PANDA), Global Navigation Satellite System-Inferred Positioning System and Orbit Analysis Simulation Software (GIPSY-OASIS), and the Canadian Spatial Reference System (CSRS)) and a more accurate solution based on conventional differential processing of a remote GPS station in the Aleutian Islands. The second moving platform experiment is a comparison among the three PPP software packages using 40 hours of ship navigation data collected during the Roger Revelle RR1605 cruise 170 nautical miles southwest of Palau in May 2016. We found the PPP solutions were repeatable to 5·49 cm in the horizontal components and 12·4 cm in the vertical component. This demonstrates not only that PPP is a useful tool for positioning marine platforms in remote locations, but also that modern ship navigation instruments such as the Kongsberg Seapath 330 + are suitable for seafloor geodetic application.

The problem of differences between the sea mile and the international nautical mile has been analysed. Algorithms for the calculation of sea miles with applications in different sailing methods on the ellipsoid that can be easily incorporated in modern microprocessor controlled navigational devices are proposed. These algorithms can also be employed on an outfit of large-scale nautical charts with a double scale in sea miles and international nautical miles.

The hydrodynamic interaction effects on a tug operating in close proximity to a larger vessel can result in dangerous situations for the tug. To date most studies have focussed on the interaction effects between the vessels when they are operating in parallel, which represent only one of many practical ship-assist manoeuvres. It is therefore necessary to investigate a wide range of tug-ship combinations to obtain a detailed understanding of these effects. This paper discusses the hydrodynamic interaction effects on a tug operating at various relative positions and drift angles to a larger ship, both moving together at the same forward speed. The hydrodynamic effects were determined using Computational Fluid Dynamics (CFD) simulations that were validated using captive model test data. The range of manoeuvres discussed in this paper provides a comprehensive overview of the hydrodynamic interaction effects on a tug enabling tug operators to identify safe operating envelopes for their vessels.