In this paper, a novel Predictive Variable Structure Filter (PVSF) and its adaptive deformation (APVSF) are presented for attitude synchronisation during Satellite Formation Flying (SFF). The PVSF is proposed based on the variable structure control concept and applied to any nonlinear system with model errors. The model errors in the PVSF need not satisfy the assumption of Gaussian white noise; therefore, it has advantages in dealing with various kinds of uncertainties, parameter variations or noises. Then, the APVSF is also presented to adjust the smoothing boundary layer of PVSF by minimising the Mean-Square Error (MSE). Simulations are performed to demonstrate the accuracy, robustness, and stability of the proposed methodologies for the attitude synchronisation estimation of the SFF system.

The Global Positioning System (GPS) long-baseline set up has been widely employed to generate high-accuracy positioning, timing and atmospheric information. Bernese GPS software adopts two appropriate strategies for long-baseline Integer Ambiguity Resolution (IAR): Quasi Ionosphere-Free (QIF) and Wide-lane/Narrow-lane (WN). With the goal of reasonably shortening the time required for long-baseline IAR, we propose the Precise Point Positioning (PPP) method for estimating, on a per receiver basis, the Zenith Tropospheric Delays (ZTDs) and the Slant Ionospheric Delays (SIDs) from zero-differenced, uncombined GPS observables. We then reformulate these PPP-derived ZTDs and SIDs into two types of atmospheric constraints with proper uncertainties that could be readily assimilated into the process of IAR with the QIF. Our numerical tests based on five independent long-baselines (>1,000 kilometres) suggest that the empirical precision of PPP-derived ZTDs (SIDs) is always better than 2 (10) centimetres. The modified QIF would be able to correctly resolve at least 98% and 88% of the wide- and narrow-lane ambiguities for all the long-baselines relying on the very simple integer rounding method. However, under the same condition, the WN can only get the correct integers of 76·6% wide-lane ambiguities and 55·2% narrow-lane ones.

Arctic shipping routes attract more and more attention because of the increasing possibility to build commercial shipping routes which connect East Asia and Western Europe. To build profitable commercial shipping routes, shipping companies should study many issues about the Arctic carefully since it is a new and unfamiliar frontier. To find out key factors influencing the building of Arctic shipping routes, the authors applied the fuzzy Analytic Hierarchy Process (AHP) model in this study. Based on the AHP experts’ questionnaires, we applied the fuzzy AHP model to analyse the opinions of respondents. This article presents the results of an empirical survey conducted among shipping companies and academic researchers with ship captain experience to explore their attitudes toward the building of Arctic shipping routes. The findings showed that: ‘Safety and risk’ is the most important aspect affecting the building of Arctic shipping routes and in order of relative importance, the top six critical assessment factors are ‘navigation safety and risk analysis,’ ‘governance and cooperation,’ ‘navigation information,’ ‘cargo sources,’ ‘cost,’ and ‘navigator ability,’ respectively.

Adaptive Information Systems (AdIS) are systems responsive to environmental changes or changes in a ship's systems. In this paper the potential of shipboard AdIS to decrease an officer's excessive workload are examined. The workload of the Officer Of the Watch (OOW) consists of tasks being initiated by the OOW and by external inputs. Sometimes the external inputs, particularly those requiring low priority actions, actually distract the OOW and increase the workload. Consequently an overload may be reduced by delaying low priority information, thus delaying the actions they could initiate. To estimate the applicability of AdIS, a model has been developed using a discrete event simulation software, consisting of three main modules: environment, AdIS and the OOW. The simulation has been run with a traffic environment comparable to those existing in the Dover Strait. A comparison between the OOW workload with and without AdIS has been estimated, indicating that during demanding navigation AdIS can significantly reduce the overload time. In areas similar to the Dover Strait the overload time can be reduced by a third.

Navigation and manoeuvring simulators are increasingly being used in research centres to conduct complex navigation experiments and analyses. The structure and capabilities of simulation software make it possible to reproduce any conditions, including weather conditions. The complex mathematical models of marine environmental conditions that are being implemented nowadays take into account various sea wave models, which makes simulation tests more realistic. This paper deals with issues related to evaluating and verifying vessel simulation models based on real-world studies. As a result of the present research project, a methodology for comparing vessel simulation models with their real-life counterparts was developed. A measurement platform was created for the purpose of carrying out real-world studies; it is available at the Institute of Marine Navigation and Hydrography of the Polish Naval Academy. One important research step involved developing a procedural algorithm for making real-world measurements. This paper presents the results of using this platform in comparative tests of the manoeuvring elements of real and simulated vessels.

A ship lock zone represents a specific area on waterway, and control of the ship lockage process requires a comprehensive approach. This research is a practical application of a Mamdani-type fuzzy inference system and particle swarm optimisation to control this process. It presents an optimisation process that adapts control logic to the desired criteria. The initially proposed Fuzzy Expert System (FES) was developed using suggestions from lockmasters (ship lock operators) with extensive experience. Further optimisation of the membership function parameters of the input variables was performed to achieve better results in the local distribution of ship arrivals. The presented fuzzy logic-based expert system was designed as part of a Programmable Logic Controller (PLC) and Supervisory Control And Data Acquisition (SCADA) system to support decision making and control. The developed fuzzy algorithm is a rare application of artificial intelligence in navigable canals and significantly improves performance of the ship lockage process. This adaptable FES is designed to be used as a support in decision-making processes or for the direct control of ship lock operations.

In C-Band transfer measuring systems, the Precise Orbit Determination (POD) precision of Geostationary Earth Orbit (GEO) satellites is limited by signal biases such as the station delay biases, transponder delay biases, the ionospheric delay model bias, etc. In order to improve the POD precision, the signal biases of the Chinese Area Positioning System (CAPS) are calibrated using Satellite Laser Ranging (SLR) and C-Band Transfer Ranging (CBTR) observations. Since the Changchun SLR site and C-Band station are close to each other, the signal biases of the Changchun C-Band station are calibrated using the co-location comparison method. Then the signal biases of the other two CAPS C-Band stations, located in Linton and Kashi, are calibrated using the combined POD method, with the signal biases of the Changchun C-Band station being fixed. After the signal biases are calibrated, the RMS of the line-of-sight residuals of the Changchun SLR observations decrease by 0·4 m, with the percentage improvement being 75·19%.

The information on the Closest Point of Approach (CPA) of another vessel to own ship is required in a potential collision situation as it helps determines the risk to each vessel. CPA is usually calculated based on the speed and direction of the approaching ship neglecting the Change Of Speed (COS) and the Rate Of Turn (ROT). This will make the CPA less useful. To improve the CPA calculation, Automatic Identification System (AIS) information containing the Speed Over Ground (SOG), Course Over Ground (COG), COS and ROT is used. Firstly, a model using these four factors is built to predict ship positions better. Secondly, a three-step CPA searching method is developed. The developed CPA calculation method can assist in informing the navigation decisions and reducing unnecessary manoeuvres. Through the analysis of a real collision scenario, this paper shows that the proposed method can help identify and warn of anomalous ship behaviours in a realistic time frame.

An evaluation method named vague set is proposed to describe the suitability of a geomagnetic map. It is based on the Fuzzy Decision Making (FDM) method, and overcomes the FDM model's shortcomings that favouring and opposing content cannot be taken into account simultaneously. The membership function and non-membership function are used to define the influence of the geomagnetic map parameters on map suitability, including standard deviation, information entropy, roughness and slope variance. The weight of each geomagnetic map parameter is calculated by establishing an optimisation model. Vague set data are divided into four types after classification, and Weighted Score Function Values (WSFVs) of matching areas are obtained by using the Weighted Score Function (WSF) method. Then, WSFV of each matching area are compared to select an optimal area. Simulation results demonstrate that geomagnetic map suitability is positively proportional to the function value, and matching error is negatively proportional to the WSFV of the matching area.

A multi-region scene matching-based localisation system for automated navigation of Unmanned Aerial Vehicles (UAV) is proposed. This system may serve as a backup navigation error correction system to support autonomous navigation in the absence of a global positioning system such as a Global Navigation Satellite System. Conceptually, the system computes the location of the UAV by comparing the sensed images taken by an on board optical camera with a library of pre-recorded geo-referenced images. Several challenging issues in building such a system are addressed, including the colour variability problem and elimination of time-varying details from the pairs of images. The overall algorithm is an iterative process involving four sub-processes: firstly, exact histogram matching is applied to sensed images to overcome the colour variability issues; secondly, regions are automatically extracted from the sensed image where landmarks are detected via their colour histograms; thirdly, these regions are matched against the library, while eliminating inconsistent regions between underlying image pairs in the registration process; and finally the location of the UAV is computed using an optimisation procedure which minimises the localisation error using affine transformations. Experimental results demonstrate the proposed system in terms of accuracy, robustness and computational efficiency.

In this paper, a simplified constellation architecture consisting of only two navigation satellites located around the Earth-Moon L1,2 libration points is obtained for the Universe Lighthouse. In order to determine the feasible constellations that can achieve continuous global coverage for lunar orbits, an exhaustive search over all possible combinations of libration point orbits is performed first. With the use of a fitting procedure, amplitude relations between the feasible L1 and L2 libration point orbits are derived by polynomial interpolation. After that, a cislunar navigation simulation is conducted to verify the navigation performance of the candidate two-satellite constellations. The final Monte Carlo simulation results indicate that the simplified system is available for cislunar navigation and the best accuracy of a few tens of metres can be achieved for both the trans-lunar cruise phase and lunar orbit phase.

A magnetic compass has too large a heading error for many applications, and it is often not obvious how to achieve an accurate heading, in particular for low-cost navigation systems. However, there are several different methods available for finding heading, and their feasibility depends on the given scenario. Some of the methods may seem very different, but they can all be related and categorised into a list by studying the vector that each method is using when achieving heading. A list of possible methods is very useful when ensuring that all relevant methods are being considered for a given application. For practical navigation, we have identified seven different vectors in use for heading estimation, and we define seven corresponding methods. The methods are magnetic and gyrocompass, two methods based on observations, multi-antenna Global Navigation Satellite Systems (GNSS), and two methods based on vehicle motion.

BeiDou satellites transmit triple-frequency signals, which bring substantial benefits to carrier phase Ambiguity Resolution (AR). The traditional geometry-free model Three-Carrier Ambiguity Resolution (TCAR) method looks for a suitable combination of carrier phase and code-range observables by searching and comparing in the integer range, which limits the AR success probability. By analysing the error characteristics of the BeiDou triple-frequency observables, we introduce a new procedure to select the optimal combination of carrier phase and code observables to resolve the resolution of Extra-Wide-Lane (EWL) and Wide-Lane (WL) ambiguity. We also investigate a geometry-free and ionosphere-eliminated method for AR of the Medium-Lane (ML) and Narrow-Lane (NL) observables. In order to evaluate the performance of the improved TCAR method, real BeiDou triple-frequency observation data for different baseline cases were collected and processed epoch-by-epoch. The results show that the improved geometry-free TCAR method increases the single epoch AR success probability by up to 90% for short baseline and 80% for long baseline. The A perfect (100%) AR success probability can also be effortlessly achieved by averaging the float ambiguities over just tens of epochs.

As part of the overarching research goal to assess current and potential maritime information sources for use in maritime defence and security in the Canadian north, we examine whether wide-area surveillance data, as represented by Space-based Automatic Identification System (S-AIS) data, offers sufficient information for surveillance requirements in the Canadian north. If S-AIS data are not sufficient, we address how the additional information provided by Long-Range Identification and Tracking (LRIT) can be used to meet the surveillance requirements. A Systems Tool Kit (STK) simulation scenario is constructed that includes five exactEarth satellites collecting AIS data. Simulated AIS transmitters are positioned at 20 northern Canada ground locations. The results indicate that for each location, two thirds of the eight-day simulation is spent without a satellite within range, when using the five satellites. As the number of satellites decreases, intervals in the range of 80 to 105 minutes, during which there are no AIS messages received, increase in frequency. If the end-user requires vessel location information more often than S-AIS consistently provides, augmenting the S-AIS information with LRIT polling should achieve the desired vessel traffic awareness.

Many ship accidents have arisen from an error in course indication. Bearing in mind that the actual errors in gyrocompass and satellite compass are really minor, they may be considered valid to be input into an autopilot provided that any failure in such devices is controlled by means of a secondary heading source such as a magnetic compass. However, magnetic compass deviation may be significant and its heading should be corrected before being input to the autopilot. The errors caused by the geographic variability of the deviation should also be taken into account. Moreover, the current way to reduce the deviation requires that the ship is un-berthed to execute a complete swing. The aim of this article is to obtain a ship magnetic model by means of an algorithm based on least squares to correct magnetic compass heading input in the autopilot and to permit definitive magnetic compass compensation without swinging the ship through 360°.

The positioning accuracy of the BeiDou Navigation Satellite System (BDS) can reach up to 10 m (95% confidence level) in both horizontal and vertical components. In order to improve the positioning performance for metre-level navigation, BDS pseudorange differential positioning has been proposed. We introduce the basic principles of BDS pseudorange differential positioning. Then based on the traditional Hatch filter, a modified Hatch filter for dual-frequency phase-smoothed pseudorange is introduced. The phase-smoothed pseudorange differential positioning, whose observations are smoothed by the modified Hatch filter using BDS B1 and B3 and Global Positioning System (GPS) L1 and L2 carrier-phase observations, are applied to determine the roving station's position. Three strategies are used for results analysis. The results show that the longer the baseline length is, the poorer positioning accuracy gets, and the positioning accuracy decline rate of the BDS B3 signal is higher than that of the BDS B1 signal, especially for long baselines. The percentages of the position deviations less than 3 m in horizontal component and 5 m in vertical component for BDS signals can reach up to 95 %.

This paper focusses on the development of a tool for decision-making, tailored for personnel involved in complex Ship-To-Ship (STS) operations, to enhance the efficiency and safety of these operations. A step-wise approach has been selected. The first step includes specification, development and testing of the tool in a simulated work environment using full-mission simulators. In the second step the findings from application of the tool in the simulated work environment will be used to develop a prototype which will be tested during real life STS operations. This paper describes work done in the first of these two steps. During four iterations, a Graphical User Interface (GUI) has been made following Interaction Design (IxD) principles. The designs have been iteratively developed and tested by experienced ship's officers in a ship-handling simulator to clarify key information to enhance their Situation Awareness (SA) and decision-making process. In order to find indicators for performance, an initial performance test was carried out in a ship-handling simulator. The test indicates that a logic based Decision-Support System (DSS) can improve existing simulator-based training activities in STS operations.