Digital maps have a large potential to support safety-related Advanced Driver Assistance Systems (ADAS) by providing detailed road and environment information. However, one critical attribute – road accident hotspot – is not available from existing digital maps, and is also difficult to derive from practical surveying. This paper provides a Geographical Information Systems (GIS)-based approach for the production of digital hotspot maps, based on a historical accident dataset and geospatial methods in a GIS. In this approach, firstly the Kernel Density Estimation (KDE) method was used to identify hotspot distribution; secondly the Percent Volume Contour (PVC) method was coupled with KDE to extract hotspot patterns; and finally the map layers of hotspot patterns were integrated with classical navigation maps. Following a description for geospatial hotspot production, the derivation of hotspot property data is also discussed. In order to prove this approach, a small-area case study was carried out in the City Centre of Nottingham. The presented results demonstrate that this approach is useful and effective for solving the hotspot creation problem for ADAS, but other future works will be required to improve data effectiveness.

Significant developments have taken place in navigation and positioning techniques at sea. These include radio, acoustic and inertial methods, and satellite based techniques. The latter consist of the Transit Doppler system, which has now been in operation for over 20 years, and the Global Positioning System which is due to be inaugurated in the early 1990s. These various systems are described in the paper, and their marine engineering, geodetic and geophysical applications discussed. The paper is based on a lecture presented at the Oceanology International Conference held at Brighton in March 1986.

One critical issue in network real-time kinematic (NRTK) is the interpolation of atmospheric delay for user stations. Some classic interpolation algorithms, such as linear interpolation method (LIM), ignore the strong correlation between tropospheric delay and height factors, and the interpolation accuracy is poor in areas with large height difference. To solve this problem, a troposphere modelling method based on error compensation, namely ECDIM (Error Compensation-Based DIM), is proposed, and this method can be applied to both conventional single Delaunay triangulated network (DTN) and multi-station scenarios. The results of California Real Time Network (CRTN) with large height difference show that compared with LIM, the overall modelling accuracy with ECDIM has been improved by 50.1% to 67.3%, and especially for low elevation satellites (e.g., 10–20 degree), the accuracy is increased from tens of centimetres to a few centimetres. At user end, the positioning error in up direction with LIM has an obvious systematic deviation, and the fix rate of epoch is relatively low. This situation has been improved significantly after using ECDIM. The results of Tianjin Continuously Operating Reference System (TJCORS) show that in areas with small height difference, both methods have achieved high precision interpolation accuracy, and the positioning accuracy with ECDIM in up direction is improved by 21.2% compared with LIM.

A simulator experiment was conducted to determine the potential benefits of path prediction on the navigational performance of channel-bound vessels. Channel pilots had to sail an approach channel under critical conditions in a deep-draught vessel. For the navigation task, basic radar information was used, supplemented by three different path predictors. Predictor (a) was based on an accurate fast-time hydrodynamic model of the vessel and showed the exact future path of the vessel. Both other path predictors were less accurate, relatively simple extrapolators; predictor (b) was based on a speed and rate of turn extrapolator and showed a curved representation of the future path; predictor (c) was based on a linear speed and course extrapolator and showed the ground velocity vector. Navigational performance was determined in terms of deviation from the planned route. The results indicate that the relatively simple extrapolator (b) supported the navigational task as effectively as the highly accurate path predictor (a). In comparison with the linear extrapolator (c), the navigational accuracy increased by a factor of two. It is concluded that support in anticipating the vessel's rate of turn is essential for accurate navigation. Implications of the use of path prediction for ship control are discussed.

Powered research ships are the basic vessels from which the science of oceanography is conducted. For the investigation of certain surface water problems, however, a large, powered vessel is not the most suitable platform, for, while affording ample accommodation and working space, she may have fundamental faults. Her deck may be far above sea-level so that in bad weather direct observation of marine life is impossible. More important, her mere presence may alter the very characteristics, both physical and biological, which are being studied. Thus her hull, rolling, pitching and threshing in a seaway may appear to some animals as a fearsome intruder. The throbbing of her propeller sets up low-pitched vibrations powerful enough to alert the fish for miles around. The sea close to the engine room becomes warmed and to it is added hot water from the condenser. There is violent water mixing by the bow wave. These factors in combination effectively alter both the sea temperature and the thermal stratification. The ship's wash, thrown away from the sides, may set up a heavy cross sea which distorts the shape of nearby waves, particularly in regard to their steepness and height.

This paper will demonstrate that the Master Pilot Exchange (MPX) is a document of debatable value in pilotage waters. The MPX exists in many formats which are designed to reflect local navigational challenges and port requirements. A generic form exists which can aid the design of local MPX forms. Both the generic and port MPX forms may require the recording of information that has a neutral outcome on the planned act of pilotage. Analysis of significant incidents suggests that investigation recommendations are not consistently reflected in MPX forms and there is a gap between what should be recorded and reality.

The layout of seafloor datum points is the key to constructing the seafloor geodetic datum network, and a reliable underwater positioning model is the prerequisite for achieving precise deployment of the datum points. The traditional average sound speed positioning model is generally adopted in underwater positioning due to its simple and efficient algorithm, but it is sensitive to incident angle related errors, which lead to unreliable positioning results. Based on the relationship between incident angle and sound speed, the sound speed function model considering the incident angle has been established. Results show that the accuracy of positioning is easily affected by errors related to the incident angle; the new average sound speed correction model based on the incident angle proposed in this paper is used to significantly improve the underwater positioning accuracy.

This paper proposes a method for self-calibrating the star sensor on the Mars rover considering several years of exploration on the surface of Mars. The natural stars in the night sky are considered the control points, and a self-calibration model is deduced in detail according to an imaging model. An adaptive celestial positioning (ACP) algorithm is then introduced, and the calculation procedure is presented in detail to realise self-adjustment based on the self-calibration of the star sensor. Three field tests were conducted on Earth, the results of which show good self-calibration and celestial positioning performances. The positioning results indicate an obvious accuracy improvement using the ACP algorithm compared with that without calibration. Multiple positionings in one night can improve the celestial positioning accuracy to approximately 15 m. For future studies, this self-calibration model will be useful not only for star sensors but also for other optical sensors, such as sun sensors and binocular or stereo-vision cameras.

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.

Use of a sphere to represent the Earth in the teaching of navigation has the advantage that the mathematics is relatively simple and has sufficient accuracy for most practical purposes. It also allows relatively simple instructional material to be developed for plane and Mercator sailing. Unfortunately, and as remarked by Williams [1], bad practice based on an error of principle has pervaded some navigation texts for some time. This error has passed into various instructional settings where it has gone un-noticed or un-remarked. The error lies in the un-rigorous use of meridional parts for the spheroidal earth together with latitude differences for the spherical earth in the teaching of plane and Mercator sailing. This is exemplified in [2, example1, p 585]. It is often argued that the resulting error in calculated distance or mid-latitude caused by this un-rigorous treatment is small and within what practical course keeping allows. However, permitting the discrepancy to remain unexplained is a disservice to students of navigation. Students should be given a clear explanation of the differences between the fictitious though useful spherical model of the earth and the spheroidal earth as presently described by WGS84. Teaching of plane and Mercator sailings should be based upon either the spherical model or upon the spheroidal model but not on parts taken from both.

The sailor will not be kept from the sea, even though empires fall and foreign invaders multiply. Yet we cannot expect to hear much of him in such troubled times. We know, however, that although European ships no longer sailed to India, yet, after the barbarian destruction of the Roman Empire, overseas trade did revive, and the foundations of such famous maritime states as Venice were laid. We know, too, that although the Arabs overran the whole length of the Mediterranean Sea, they were pushed back out of the islands by sea-borne expeditions from Italy and Catalan Spain, while when the Holy Places in Palestine were captured by the Turks (who were not ‘gentlemen’ like the Arabs), there were ships and sailors ready and able to carry crusading armies to the East, and to provision them while they were there.

This second Matthew Flinders Memorial Lecture, in a series sponsored jointly by the Royal Institute of Navigation and the Hydrographic Society with the cooperation of Lincolnshire and Humberside Arts was presented at the University of Hull on 11 May 1983 with Sir John Dudding, Chairman of Lincolnshire and Humberside Arts in the Chair. The first lecture, presented by Rear-Admiral G. S. Ritchie in April 1974 (Journal27, 3) on the bicentenary of the birth of Matthew Flinders, described the hydrographic work of this exploring navigator. Miss Ferrar concentrates on the graphical records of Flinders's Australian voyages.

When Marco Polo made his journey to China, overland from Venice in the thirteenth century, the lands around the Pacific Ocean were wholly unknown to Europeans. But the silks and spices with which he returned sowed the seeds of the quest for a sea route to the ‘Spice Islands’ which was to be one of the mainsprings of exploration for nearly 500 years. The Spaniards crossed the Atlantic. But instead of finding themselves on the coast of Asia as they had expected they discovered the lands (and the wealth) of the Aztecs and Incas, and their explorations extended along the Pacific coasts of Central and South America from Mexico to Peru. The Portuguese found their way around southern Africa and across the Indian Ocean to South-east Asia, where they attained their objective and established a lucrative trade with the Spice Islands. Sailing ship routes depend upon the direction of prevailing winds, so the outward voyage took them eastwards from the Cape of Good Hope and then northwards to their destination. The homeward crossing of the Indian Ocean was in more northerly latitudes.

The NAVSTAR Global Positioning System (GPS) is a satellite-based navigation system that will provide extremely accurate three-dimensional position fixes and timing information to properly equipped users anywhere on or near the Earth. The system will be available continuously regardless of weather conditions and will find extensive utilization in improved weapons delivery accuracies, range instrumentation, &c. Furthermore it will provide an ultimate saving in the number and cost of navigation and position-fixing systems currently employed or projected. It is a Joint Service programme managed by the U.S.A.F. with deputies from the Navy, Army and Marines and the Defense Mapping Agency. The system concept evolved from U.S.A.F. and Navy studies initiated in the mid-1960s. Current programme plans call for the deployment of six satellites in 1977 to permit demonstration and evaluation tests over the continental United States. The system will then be expanded through the deployment of additional satellites into an operational 24-satellite system.

The first scientific instrument to be designed specifically for use at sea was the mariner's astrolabe. The cross-staff or Jacob's staff had been used by astronomers since the Middle Ages, and the magnetic compass used by navigators had long been familiar as an aid to land travel, a means of setting portable sundials, and in the east, a device for divination.

Recently, there has been wide-spread interest in the use of the Global Positioning System (GPS) for precision approaches in a civil aviation environment. However, most of the work to date in Europe and North America has treated a GPS/inertial reference system (IRS) combination as the source of guidance for this phase of flight. Since the US has a very large general aviation population, the FAA is very interested in determining the role of a stand-alone implementation of differential GPS (DGPS) as a navigation sensor for precision approaches. This paper has two parts: a summary of the analysis of this application of DGPS; and a discussion of the navigation satellite test bed that is under development at the FAA's Technical Center.

The first part contains proposed accuracy, integrity and availability operational requirements, and their air traffic implications. A stand-alone DGPS concept is developed, and analysed. The major results of the analysis indicate that stand-alone DGPS may not fully meet Category I (CAT I) accuracy requirements. The results of the analysis are then used to provide the rationale for the major recommendation: that FAA pursue an implementation of a wide-area DGPS (WADGPS) to achieve a Near CAT I precision approach capability. The second part of the paper discusses the three-phase navigation satellite experimental programme that is being developed to acquire the data to validate the enhancements to GPS, including a GPS Integrity Channel (GIC) and WADGPS. The objectives of each of the experimental phases are presented and discussed. Then the experiments of Phase I that address GIC/WADGPS are discussed.

In many aviation and nautical contexts, single manning is common. Some aircraft and some vessels are designed for single manning with no choice. Others can have multiple or single manning, usually depending on such factors as operational requirements, mission objectives, intended human roles, task demands, workload, envisaged mission duration, and environmental conditions.

Language holds many pitfalls for the unwary. A housewife picks up her iron, and so does the golfer: a butcher uses the steel and so does the soldier: a government nationalizes iron and steel. No wonder the foreigner makes ludicrous mistakes. And we in our turn, coming across an Italian book entitled Il Compasso da Navigare might be pardoned for supposing its subject-matter to be the navigating compass. This is not so. It is a learned and comprehensive treatise under the title belonging to the oldest surviving Sailing Directions for the Mediterranean Sea, and as the author, Bacchisio R. Motzo, clearly proves, such Directions were called a Compasso, and by a natural transference the same name was given to the sailing chart which was drawn to accompany the Directions. What we call a mariner's compass, or simply a compass, the Italians term Compasso-bussola or more usually just bussola. When English sailors began to use written Directions or ‘Pilots’ they called them Rutters (from the French Routier), while an alternative Italian name for a Compasso was Portolano, which also meant the accompanying chart.

It is the common practice to draw great-circle tracks on gnomonic charts, on which they appear as straight lines, to pick off the latitudes of intermediate points where the track is intersected by the charted meridians, and finally to transfer the pairs of coordinates thus measured to a Mercator chart. The purpose of this note is to present the derivation of some formulae by means of which the coordinates of points along the track may be calculated very easily.

Jet streams are fast moving air streams which appear at times in the levels between 15,000 and 40,000 feet; they are located in the tropical air above the polar front. In this paper examples are given and certain occasions are noted on which they have seriously influenced air navigation.

Early in 1948 when a few charts of the 225 mb. level were drawn to show temperature variations over an air route it was noticed that a very strong stream of air was seen along the line where the tropopause appeared to cut that level. This stream seemed of very considerable length and little width.

The traditional non-adaptive Kalman filter includes models of the error characteristics of the navigation aids in use and such filters are very successful, so long as their model assumptions approximate to the true error characteristics sufficiently closely. However, for any filter there will be times when the environment changes and one or several aids will have errors which are not consistent with the assumed error models. It is necessary to consider carefully the sensitivity of the filter to such changes and, where a significant reduction in performance ensues, modifications to the filter are necessary.

This paper introduces a Kalman filter which monitors the behaviour of internal variables to detect and characterize any model imperfections. The filter will then adapt its internal model of the environment accordingly. The discussion is restricted to the development of a navigation filter for integrating dead reckoning (EM log and gyrocompass) and Omega data. The principles are the same for any filter and details regarding similar analysis involving the use of other aids, for example Satnav and Decca, have been developed in a similar way.

Before implementing any filter it is necessary to understand the behaviour of the measurement errors. For the dead reckoning and Omega aids this behaviour is described in section 2, while section 3 outlines a filter for integrating these aids and introduces the problems of model imperfections.