Advances in technological innovation have been deployed to support autonomous or semi-autonomous vehicles in many industries. A question that remains unanswered is why very little progress has been made in remote pilotage over the past 15 years. This paper draws together theories from innovation management and the high reliability organisation literatures to shed light on this question. Using a case study of two Australian ports, we examine a business case for remote pilotage demonstrating that despite positive cost benefit models, ambiguities in benefits exist throughout the ecosystem. The discussion sheds light on unique challenges that port executives face where it is necessary to simultaneously develop a strategy to: (1) manage the internal innovation process, and (2) manage the external consequences of the innovation by mobilising allies, managing opponents, and converting those who are indifferent to the innovation. The main contribution of this paper is to show that any assessment of the innovation challenge facing remote pilotage and enhanced navigational assistance requires the maritime industry to ask new questions not previously considered.

In underwater navigation, the conventional Error State Kalman Filter (ESKF) is used for combining navigation data where due to first order linearization of the nonlinear equations of the dynamics and measurements, considerable error is induced in estimated error state and covariance matrices. This paper presents an underwater integrated inertial navigation system using the unscented filter as an improved nonlinear version of the Kalman filter family. The designed system consists of a strap-down inertial navigation system accompanying Doppler velocity log and depth meter. In the proposed approach, to use the nonlinear capabilities of the unscented filtering approach the integrated navigation system is implemented in a direct approach where the nonlinear total state dynamic and and measurement models are utilised without any linearization. To our knowledge, no results have been reported in the literature on the experimental evaluation of the unscented-based integrated navigation system for underwater vehicles. The performance of the designed system is studied using real measurements. The results of the lake test show that the proposed system estimates the vehicle's position more accurately compared with the conventional ESKF structure.

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.

The wave climate along the main transoceanic routes of the North Atlantic sub basin is determined using three different databases: two derived by numerical models in the HIPOCAS and ERA40 databases and one from Voluntary Observing Ships. For each route the distribution of the mean significant wave height along the path is computed as well as the specific scatter diagram. In addition an assessment of the relative wave heading probability is provided. The results highlight a bias in the visual observations especially in the summer and, more in general, for low sea states. The correction of this bias allows better understanding of rough weather avoidance by ships and to determine a storm avoidance correction.

This research aims to test the suitability of a protocol for automated measurement to describe visual and motor behaviour in the process of learning to sail. The objective is to provide coaches with the necessary scientific and technological support to analyse the variables of success in race starting. The study was performed with a highly ranked sailor in the Optimist class ranking. The instruments used to carry out the investigation were the sailing simulator VSail-Trainer® and the eye tracking system ASL®. Two simulated race starts were performed with a protocol of five minutes. The results show the automated protocol is suitable for measuring the ability of boat handling and visual performance in simulated conditions. Visual behaviour shows that the sailor visually fixates on locations that provide relevant information for the race start such as clock, other competitors, wind direction and the start buoys.

Triple-frequency signals of China's BeiDou navigation satellite system (BDS) are now accessible in the Asia-Pacific region. It is well understood that the third frequency signal will improve the navigation performance. Some literatures have described several navigation methods by using triple-frequency signals, and evaluated the performance. However the experiments were mostly implemented on simulated or semi-simulated observations. In this paper we investigate the navigation performance using real BDS triple-frequency observations. Apart from the pseudorange observations, carrier observations are also used, since the extra-wide-lane and wide-lane ambiguities can be reliably resolved with a single epoch. Several single-epoch navigation methods using BDS triple-frequency observations are described and the corresponding navigation accuracy and reliability are assessed. Results show that P3 has the highest accuracy among the three pseudorange observations. For carriers, the wide-lane and extra-wide-lane observations can be used to obtain much higher navigation precision compared with pseudorange observations. Besides, the two ambiguity-fixed extra-wide-lane and wide-lane observations can also be combined to ionosphere-free form, which can still obtain sub-decimetre and decimetre navigation accuracy in horizontal and vertical directions respectively.

In Global Positioning System/Inertial Navigation System (GPS/INS) integrated navigation, the low sampling rate of GPS receivers reduces the observability of state variables. GPS observation expansion is proposed to enhance the GPS/INS integrated navigation system. During the process of observation expansion, the state variables are updated by the same GPS information repeatedly. According to uncertainty theory, the probability density function of GPS observation information is analysed to demonstrate the feasibility of GPS observation expansion. The formula and calculation method of an adaptive filter algorithm are presented to control the uncertainty of GPS observation expansion. Furthermore, an experiment is performed to validate the new algorithm. The results indicate that compared with GPS/INS integrated navigation without observation expansion, the enhanced GPS/INS integrated navigation system can improve the position, velocity and attitude accuracy significantly, especially while a land vehicle is in slow motion. At the same time, the adaptive filter factor is introduced into the new algorithm, which can control the uncertainty caused by the expanded GPS observation.

The Delay Locked Loop (DLL) tracking algorithm is one of the most widely used in GPS receivers. It uses different correlators such as the Early-Late Slope (ELS) correlator and High-Resolution Correlator (HRC) to mitigate code phase multipath. These techniques are effective for weak multipath environments but they may not be suitable for challenging multipath environments. The Multipath Estimating Delay Lock Loop (MEDLL) shows better performance than the classical methods. However, MEDLL still has limited capabilities in severe multipath environments. This paper introduces a robust multipath mitigation technique based on fast orthogonal search to obtain better delay estimation for GPS receivers. This research utilised a SPIRENT Global Navigation Satellite Systems (GNSS) simulator to compare the performance of the proposed method with other multipath mitigation techniques. Experimental results demonstrated that the performance of the proposed algorithm was better than the classical and advanced techniques under the multipath scenarios tested.

This paper investigates the thermal characteristics of typical Micro Electro-Mechanical System (MEMS) Inertial Measurement Units (IMUs) with a reliable thermal test procedure. Test results show that MEMS sensor errors, not only biases, but also scale factors and non-orthogonalities, may vary significantly with temperature. Also, MEMS sensor errors can have significant inconsistent curves under different temperature changing profiles. The existence of such inconsistencies posed a challenge to the following assumption of thermal calibration: the thermal drift of a sensor error is only related to the temperature of the sensor core. A robust way to mitigate this issue is given by using the sensor data during both heat-and-stay and cool-and-stay processes to establish the final thermal models. The performance of both IMUs and inertial navigation systems improved significantly after compensation with the established thermal models. Additionally, the variation of the IMU thermal parameters with time was observed, which suggests that periodical thermal calibration is necessary for MEMS IMUs.

Nautical services should be allocated efficiently as they have great resource costs. In this paper, the Marine Pilotage Service in the Istanbul Strait has been analysed by using Rockwell Arena Simulation Software. The purpose of the study is to find the required number of marine pilots for vessel traffic flow in the Istanbul Strait. It is evaluated thoroughly by a stochastic, dynamic, discrete simulation for safe service standards in pilotage. The result of the paper shows that discrete simulation technique is an efficient and reliable way of solving complex techno-nautical service allocation problems as proven by experts. As the discrete simulation result data shows, most other techno-nautical services can also be modelled and optimised by using similar techniques. Areas like optimisation of the number of pilots, tugs, resource allocation problems, berthing area selections and many more complex and inherently stochastic problems can be reliably solved by simulation experiments.

In this paper, for the over-actuated Autonomous Underwater Vehicle (AUV) system, a novel tracking controller with thruster fault accommodation is proposed. Firstly, a cascaded control method is proposed for AUV robust tracking control. Then, we deal with the tracking control problem when one or more thrusters are completely or partly malfunctioning. Different control strategies are used to reallocate the thruster forces. For the cases that thrusters are partly malfunctioning, a weighted pseudo-inverse is firstly used to generate the normalised thruster forces. When the normalised thruster forces are out of maximum limits, the Quantum-behaviour Particle Swarm Optimisation (QPSO) is used for the restricted usage of the faulty thruster and to find the solution of the control reallocation problem within the limits. Compared with the weighted pseudo-inverse method, the QPSO algorithm does not need truncation or scaling to ensure the feasibility of the solution due to its particle search in the feasible solution space. The proposed controller is implemented in order to evaluate its performance in different faulty situations and its efficiency is demonstrated through simulation results.

Reliability is an important performance measure of navigation systems and this is particularly true in Global Navigation Satellite Systems (GNSS). GNSS positioning techniques can achieve centimetre-level accuracy which is promising in navigation applications, but can suffer from the risk of failure in ambiguity resolution. Success rate is used to measure the reliability of ambiguity resolution and is also critical in integrity monitoring, but it is not always easy to calculate. Alternatively, success rate bounds serve as more practical ways to assess the ambiguity resolution reliability. Meanwhile, a transformation procedure called decorrelation has been widely used to accelerate ambiguity estimations. In this study, the methodologies of bounding integer estimation success rates and the effect of decorrelation on these success rate bounds are examined based on simulation. Numerical results indicate decorrelation can make most success rate bounds tighter, but some bounds are invariant or have their performance degraded after decorrelation. This study gives a better understanding of success rate bounds and helps to incorporate decorrelation procedures in success rate bounding calculations.

The correct ambiguity resolution between reference stations is the core issue of the whole Network Real-Time Kinematic (RTK) technology. Aimed at long fixed time and low reliability of the low elevation angle satellite ambiguity resolution during the initialisation of the Network RTK system, a three-step algorithm is proposed in this paper. Firstly, the double difference wide-lane ambiguities are fixed on the basis of the Melbourne-Wubbena (MW) method. Secondly, the double difference L1 carrier phase ambiguities of the high elevation angle satellites are fixed rapidly based on the ionosphere-free combination model. Thirdly, the corresponding ambiguities of the satellites with low elevation angles are solved with restrictions from the double difference tropospheric information, which is obtained from observations of the high elevation angle satellites. Based on this algorithm, an overall scheme of the ambiguity resolution during the initialisation process of the Network RTK system is designed. Results from Global Positioning System (GPS)/Globalnaya Navigatsionnaya Sputnikovaya Sistema (GLONASS) data demonstrate that the three-step algorithm can reduce the ill-posed problems of the observation model effectively. Moreover, the speed and accuracy performances of the ambiguity resolution for the low elevation angle satellites using the proposed algorithm are better than those of the conventional method.

For single point positioning solutions with multi-Global Navigation Satellite System (GNSS) constellations, the Position Dilution Of Precision (PDOP) and Time Dilution Of Precision TDOP) are quality measures to specify the additional multiplicative affect of measurement error on positioning accuracy and the timing accuracy, respectively. Considering the dimension of the unknown vector (including the three-dimensional positioning information of the receiver as well as the receiver clock biases related to these single constellations), this paper theoretically derives new formulae to describe the change of PDOP and TDOP. In addition, the detailed expressions of the variable quantity of the PDOP and TDOP are also obtained. The results show that if the dimension of the unknown vector is invariant in case of removing one or more satellites belonging to the existing tracked multi-GNSS constellations, both the PDOP and TDOP increase. On the other hand, if removing satellites reduces the dimension of the unknown vector, the PDOP neither increases nor decreases. However, the change of the TDOP is different, and it becomes smaller.

To obtain accurate navigation results with respect to Earth simultaneously with those with respect to the target for an interplanetary probe to approach the target planet, this paper proposes a Radio/Optical integrated navigation method based on ephemeris correction, which deeply affects the fusion accuracy. In this paper, the model of the ephemeris error is established, and taking the analytical solution of the ephemeris uncertainty as measurement, the target ephemeris error and its covariance are estimated by Kalman filter and fed back to modify the force models. By correcting the target ephemeris and using information fusion, the Radio/Optical integrated navigation prevents the ephemeris uncertainty polluting the fusion accuracy, and efficiently combines the radio and optical navigation results. The results show the influence of the ephemeris error can be removed, and the Radio/Optical integrated navigation is capable of providing accurate navigation results with respect to Earth and the target. The results demonstrate the proposed method yields an accuracy superior to the conventional method, which proves its effectiveness.

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°.

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.

This paper summarises research that evaluates the precision of determining a ship's position by comparing an omnidirectional map to a visual image of the coastline. The first part of the paper describes the equipment and associated software employed in obtaining such estimates. The system uses a spherical catadioptric camera to collect positional data that is analysed by comparing it to spherical images from a digital navigational chart. Methods of collecting positional data from a ship are described, and the algorithms used to determine the statistical precision of such position estimates are explained. The second section analyses the results of research to determine the precision of position estimates based on this system. It focuses on average error values and distance fluctuations of position estimates from referential positions, and describes the primary factors influencing the correlation between spherical map images and coastline visual images.

A planet centroid is an important observable object in autonomous optical navigation. A high-accuracy algorithm is presented to extract the planet centroid from its raw image. First, we proposed a planet segmentation algorithm to segment the planet image block to eliminate noise and to reduce the computation load. Second, we developed an effective algorithm based on Prewitt-Zernike moments to detect sub-pixel real edges by determining possible edges with the Prewitt operator, removing pseudo-edges in backlit shady areas, and relocating real edges to a sub-pixel accuracy in the Zernike moments. Third, we proposed an elliptical model to fit sub-pixel edge points. Finally, we verified the performance of this algorithm against real images from the Cassini-Huygens mission and against synthetic simulated images. Simulation results showed that the accuracy of the planet centroid is up to 0·3 pixels and that of the line-of-sight vector is at 2·1 × 10−5 rad.

Automatic ship reporting systems (AIS – Automatic identification System, LRIT – Long Range Identification and Tracking, VMS – Vessel Monitoring System) today allow global tracking of ships. One way to display the results is in a map of current ship positions over an area of interest, the Maritime Situational Picture (MSP). The MSP is dynamic and must be created by fusing the reporting systems' messages, constructing ship tracks and predicting ship positions to correct for latency especially in the case of AIS received by satellite which forms the bulk of the data. This paper discusses the completeness of the resulting MSP and the accuracy of its positions, quantifying the additional value of the individual data sources.