This paper describes the complexity of the Baltic archipelago, and the navigational and operational processes involved in piloting these waters. This four year ethnographic study shows how piloting is learned, performed, and passed on to the next generation of pilots. The blend of new technology and old methods is discussed, the indivisibility of working and learning, and the individuality of the mental constructs of the mariners/pilots.

Loran-C receivers measure time delay differences in the signals they receive, compute differences of distance, and hence determine the user's position. The conversion from time to distance requires knowledge of the signals' velocities, which differ when propagating over sea or land. Precise positioning requires the delays of land paths to be accurately mapped, a procedure traditionally entailing expensive and time-consuming marine surveys. The resulting data, in the form of Additional Secondary Factors (ASFs), may be stored in Loran receivers. This paper introduces the concept of Loran-C Additional Secondary Factors, and shows how it is possible to map them efficiently. It focuses on recent advances, chiefly the development of powerful software for modelling the growth of ASFs over mountainous terrain. This employs an implementation of an algorithm proposed by Monteath. The modelling capability of the algorithm is demonstrated by examining propagation along a route that crosses mountains and deep fjords. In addition, the ASFs it predicts are compared with sample measurements made around the west coast of Scotland.

The major challenge of current Strapdown Inertial Naviagtion System/Celestial Navigation System (SINS/CNS) integrated systems is navigation accuracy degradation due to the failure to accurately estimate the accelerometer bias even when using stellar refraction information (e.g. the number of refraction stars is less than three). To solve this problem, this paper presents a new method for improving the accuracy of the traditional inertial-based integrated systems installed on ballistic vehicles. In an analogy with nonholonomic constraints in land navigation, this algorithm exploits the constraints that govern the motion of a ballistic vehicle in the free flight phase to obtain accelerometer bias observations. Improvements in dynamic equations are used to reduce the propagation of navigation errors, and high-rate virtual constraints are used to reduce the impact of bias errors. An information filter is devised to fuse the multi-rate observations from multiple sources, i.e. SINS, CNS and model constraints. The proposed method is also evaluated by long-range ballistic vehicle navigation simulations. The results indicate that the proposed constrained algorithm can address the degradation problem with remarkable accuracy improvements without adding extra sensors, enhancing the SINS-based navigation performance for ballistic applications.

Research into statistical distributions of φ, λ and two-dimensional (2D) position errors of the global positioning system (GPS) enables the evaluation of its accuracy. Based on this, the navigation applications in which the positioning system can be used are determined. However, studies of GPS accuracy indicate that the empirical φ and λ errors deviate from the typical normal distribution, significantly affecting the statistical distribution of 2D position errors. Therefore, determining the actual statistical distributions of position errors (1D and 2D) is decisive for the precision of calculating the actual accuracy of the GPS system. In this paper, based on two measurement sessions (900,000 and 237,000 fixes), the distributions of GPS position error statistics in both 1D and 2D space are analysed. Statistical distribution measures are determined using statistical tests, the hypothesis on the normal distribution of φ and λ errors is verified, and the consistency of GPS position errors with commonly used statistical distributions is assessed together with finding the best fit. Research has shown that φ and λ errors for the GPS system are normally distributed. It is proven that φ and λ errors are more concentrated around the central value than in a typical normal distribution (positive kurtosis) with a low value of asymmetry. Moreover, φ errors are clearly more concentrated than λ errors. This results in larger standard deviation values for φ errors than λ errors. The differences in both values were 25–39%. Regarding the 2D position error, it should be noted that the value of twice the distance root mean square (2DRMS) is about 10–14% greater than the value of R95. In addition, studies show that statistical distributions such as beta, gamma, lognormal and Weibull are the best fit for 2D position errors in the GPS system.

In an environment where Global Positioning System (GPS) jamming is present, the Dutch army faces all sorts of challenges in such a deployment area, e.g., for the determination of gun locations. Nowadays, an Inertial Navigation System (INS) is used as back-up positioning system. However, to use this back-up tool within specified accuracy limits, additional procedures are needed that limit deployment. An alternative positioning method such as a low-frequency navigation system could be a solution to these problems. An example of a low-frequency navigation system that is currently operational in certain regions is eLORAN (enhanced LOng RAnge Navigation). Hypothetically, a system like this could be realised in a similar way for positioning, navigation and timing solutions for large scale military operations. That is if the performance of eLORAN meets the accuracy requirements. In this paper, eLORAN performances are examined using experiments conducted at a military heath land area in the Netherlands. Moreover, eLORAN Additional Secondary Factor (ASF) correction maps have been computed for that particular area, based on differences in position between Real-Time Kinematic (RTK) GPS and eLORAN measurements at a fixed number of points in that area. Different interpolation methods are used to create these ASF maps. The maps, obtained from static measurements, are used to enhance eLORAN's performance in dynamic measurements using a military platform. The content of this paper has been presented during the European Navigation Conference 2011 in London.

The Strait of Istanbul is one of the world's busiest, narrowest and most winding waterways. As such, there is a high grounding probability for vessels. Although a number of grounding probability models exist, they have been deemed unsuitable by local maritime experts, due to their insufficient stopping distance criteria for narrow waterways. Thus, there is a need for a new model. This paper proposes a two-component grounding probability model that multiplies the geometric grounding probability (calculated with a kinematic-based model) with the causation probability (calculated with a specially designed Bayesian network). The geometric probability model is improved in terms of stopping distance parameters and the Bayesian network is crafted for narrow waterways. The model is then deployed with pre-determined parameters within the Strait of Istanbul to run risk analysis scenarios. The results, validated with actual grounding records, show that the causation probability is the key component for quantifying the probability of grounding in narrow waterways. If navigated without frequent evasive manoeuvres, grounding would be almost inevitable. Although this study focuses on the Strait of Istanbul, the proposed approach can be applied to research into grounding probability of vessels navigating through other waterways.

In the last decades, robust estimation has been widely applied to overcome the presence of gross errors in observations. Recently it has been shown that robust estimation, if computed appropriately, is able to cope with a larger amount of gross errors and also capable of providing reliable estimations in situations where systematic errors are present. It is the purpose of this paper to propose the use of global robust estimation for computing baselines strongly affected by multipath effects.

When flying at high latitudes the rapid convergence of Earth meridians makes it difficult to establish true heading at any particular instant. Magnetic compass stabilizing forces are weak and steering must normally be carried out using a directional gyro. The navigation problem is normally solved on the chart by using a ‘grid’ technique.

Beidou is the Global Navigation Satellite System (GNSS) being developed in China, with the aim to provide a global navigation service that is similar to the Global Positioning System (GPS) and Galileo navigation systems. In this paper, it is demonstrated that through the flexibility and re-configurability of a PC-based software receiver in which the baseband operations are realized in terms of software, it is possible to acquire, track, and demodulate Beidou satellite signals even when only a limited amount of information is known. Further, with the Beidou interface control document now available, the proposed PC-based software receiver can be easily adapted to perform navigation functions. This research lays the foundation for the further development of navigation receivers and exploration of multi-GNSS applications.

This paper presents the similarities between equations used for great circle sailing and 2D linear equations. Great circle sailing adopts spherical triangle equations and vector algebra to solve problems of distance, azimuth and waypoints on the great circle; these equations are sophisticated and deemed hard for those unfamiliar with them, whereas on the other hand, 2D linear equations can be solved easily with basic algebra and trigonometry definitions. By pointing out the similarities, readers can quickly comprehend great circle equations and grasp just how similar they are to the corresponding 2D linear equations.

To achieve fast satellite selection for a multi-Global Navigation Satellite System (GNSS), thereby reducing the burden on a receiver's processing element and the cost of hardware, and improving the utilisation ratio of receiver signal channels, the relationship between the number of satellites and Geometric Dilution Of Precision (GDOP), the number of satellites selected and the computation time is analysed. A fast rotating partition algorithm for satellite selection based on equal distribution of the sky is proposed. The algorithm divides the satellite selection process into two parts: rough selection and detailed selection. Unhealthy satellites, according to a health identifier, and low elevation angle satellites with a large troposphere delay are eliminated during the rough selection process. During the detailed satellite selection process, the satellite sky is divided and rotated to match satellites based on the average angle distance between the satellite and central partition line. Static data from the International GNSS Service (IGS) station and dynamic data collected at China University of Mining and Technology were used to verify the algorithm, and the results demonstrated that an inverse matrix could be avoided to reduce computation complexity. Additionally, the new satellite selection algorithm has the merit that there is little effect on the computation when the selected satellites and number of satellites in the field increased. A single system of the Global Positioning System (GPS) and double system of GPS/Globalnaya Navigazionnaya Sputnikovaya Sistema (GLONASS) both passed the hypothesis test for each epoch. By including BeiDou Navigation Satellite System (BDS) data, data utilisation increased to more than 95% using the rotating partition algorithm. Also, the GDOP and positioning performance of a rotating partition algorithm and an optimal Dilution Of Precision (DOP) algorithm are compared in this paper, and the analysis result shows that both of the algorithms have only a small difference of GDOP and have comparable positioning performance.

Ships navigate freely when in the open sea, but their freedom of movement is reduced in areas with intense traffic, restricted draught or obstacles. In such cases, a traffic separation scheme (TSS) can be established to guide the ship traffic. This paper is based on work performed in connection with a proposed bridge across Fehmarnbelt between Denmark and Germany, and the purpose is to estimate the efficiency of a TSS guiding traffic through the main bridge openings. The efficiency in terms of getting the traffic through the traffic lanes without the TSS hindering traffic flow is an important decision parameter in the bridge design process. In this paper, we present a new “free flow” paradigm based on an innovative, dynamic application of the ship domain theory.

A distributed four-dimensional (4D) trajectory generation method based on multi-agent Q learning is presented for multiple unmanned aerial vehicles (UAVs). Based on this method, each vehicle can intelligently generate collision-free 4D trajectories for time-constrained cooperative flight tasks. For a single UAV, the 4D trajectory is generated by the bionic improved tau gravity guidance strategy, which can synchronously guide the position and velocity to the desired values at the arrival time. Furthermore, to optimise trajectory parameters, the continuous state and action wire fitting neural network Q (WFNNQ) learning method is applied. For multi-UAV applications, the learning is organised by the win or learn fast-policy hill climbing (WoLF-PHC) algorithm. Dynamic simulation results show that the proposed method can efficiently provide 4D trajectories for the multi-UAV system in challenging simultaneous arrival tasks, and the fully trained method can be used in similar trajectory generation scenarios.

In shipborne Transfer Alignment (TA) applications, partial observability is one of the most important factors limiting convergence velocity. This paper proposes a new method of attributing weak observable states and lever-arm variables to a group of constraints in order to improve the observability of TA model. This yields the so-called Constrained Transfer Alignment (CTA) model which is uniformly observable even under zero-manoeuvre conditions. Within this framework, the Moving Horizon Estimation (MHE) and its stability analysis are also addressed. Finally, comparative simulation results are given to demonstrate the advantages of the proposed approach.

The Automatic Identification System (AIS) is now well established and widely used in commercial shipping. The system originated from a safety mandate but AIS messages have also been shown to be useful from a security situational awareness perspective. In terms of coastal security, AIS messages are often received by land-based receivers positioned along a nation's coastline. The operational range of the receivers is controlled by complex variable VHF propagation characteristics, power of the transmitter, etc. However, certain characteristics of the reception coverage area can be determined from the AIS message receptions themselves. This paper presents an algorithm to compute coverage characteristics using AIS messages. The algorithm is applied to synthetic data with known coverage characteristics, and also real AIS data obtained from the Maritime Safety and Security Information System. Results from the Norwegian, North and Baltic Seas show how the coverage estimate is influenced by the coverage edge, lack of vessel activity, and diversity in the source data.

It is well known that vessels operating in the vicinity of a lateral bank experience a significant yaw moment and sway force. This bank effect has a major impact on the manoeuvring properties of the vessel and must therefore be properly understood to ensure the safe passage of the vessel through the restricted waterway. Accordingly, this study performs a series of simulations using commercial FLOW-3D® computational fluid dynamics (CFD) software and the KRISO 3600 TEU container ship model to examine the effects of the vessel speed and distance to bank on the magnitude and time-based variation of the yaw angle and sway force. The results show that for a given vessel speed, the yaw angle and sway force increase as the distance to bank reduces, while for a given distance between the ship and the bank, the yaw angle and sway force increase with an increasing vessel speed. In addition, it is shown that even when a vessel advances at a very low speed, it experiences a significant bank effect when operating in close vicinity to the bank. Overall, the results presented in this study confirm the feasibility of the CFD modelling approach as a means of obtaining detailed insights into the bank effect without the need for time-consuming and expensive ship trials.

In recent months the US and the EU have agreed to change the modulation scheme for the new civil GPS and Galileo signals in the L1 band from Binary Offset Carrier (1,1) (BOC(1,1)) to a scheme having the so-called Multiplexed Binary Offset Carrier (MBOC) spectrum, although each system will implement this differently. This paper compares the performance of the new system in a number of areas against the original baseline. It is shown that the MBOC signal offers significant advantages in multipath and tracking performance, while retaining compatibility with BOC(1,1) receivers at the cost of a small correlation loss.

In this paper, a gravity map-matching algorithm is proposed based on a triangle constraint model. A high-accuracy triangle constraint model is constructed by using a short time and high-accuracy-featured inertial navigation system. In this paper, the principle of the gravity map-matching algorithm based on the triangle constraint model and a triangle matching parameter-parsing method are first introduced in detail. It is verified by test that the method is sensitive to the initial error value. By comparison to the commonly used Iterative Closest Contour Point (ICCP) and Sandia Inertial Terrain Aided Navigation (SITAN) algorithms respectively, the results show that this method is perfect in real-time performance and reliability, and its advantages are more obvious especially with a large initial error.

This paper reports the development of a DGPS navigation system integrated with altitude aiding. In this system, a digital height dataset is used for altitude augmentation. A two-dimensional (2-D) positioning algorithm is discussed and modified based on previous publications. The developed algorithm was implemented on the Brunel Inverse DGPS system. The performance of the new developed system is experimentally verified and compared with three-dimensional (3-D) GPS and DGPS systems. The experimental results showed 86% availability of positioning services; whereas for the 3-D GPS system alone, the availability was only 63% of time. In addition, the accuracy of the system was improved from 7.1 to 6.1 m (RMS) for GPS and from 6.0 to 5.1 m (RMS) for DGPS when compared to standalone 3-D modes.

Some new Advanced Driver Assistance Systems (ADAS) need on-the-lane vehicle positioning on accurate digital maps, but current applications of vehicle positioning do not justify the surcharge of very accurate equipment such as DGPS or high-cost inertial systems. For this reason, the performance of GPS in autonomous mode is analyzed. Although satisfactory results can be found, in some areas the GPS signal is lost or degraded so it is necessary to know the positioning error when using only inertial system data. A theoretical approach based on the uncertainty propagation law is used to estimate the upper limit of distance that can be travelled fulfilling the specifications of an assistance system. Test results support the conclusions of this approach. Finally, the combination of GPS and inertial systems is studied, with the conclusion that the theoretical approach is valid when inertial measurements are used right from the start of GPS signal degradation, without waiting for a complete loss of signal.