The original paper, entitled Flight Planning Before Computers 1946–1959, was written by Mr D. Bulstra in 1995. Written from a civilian operator's point of view, it includes very full explanations of the principles upon which the flight planning techniques were based, including mathematical derivations, examples of meteorological charts, and tables and graphs of aircraft performance. The abridging author has aimed to produce a short and accessible paper that explains the concepts without necessarily involving the reader in further complexities, while departing as little as possible from Mr Bulstra's framework and wording. For those who wish to look more deeply into the subject, the original paper can be seen in the Cundall Library of the Royal Institute of Navigation (Ref. 400.01.14).

In his Presidential Address at the 53rd Annual General Meeting of the Institute, held in London on 20 October 1999, Air Commodore ‘Pinky’ Grocott reviewed the deliberations and findings of the second Way Ahead Group in 1992, reflected on the continued relevance of the Group's recommendations after seven years and considered the progress made by the Institute in this period.

The Eva G. R. Taylor Lecture is jointly sponsored by the Institute with the Royal Geographical Society, the Hakluyt Society and the Society for Nautical Research to enable a lecture to be given every year by a distinguished scholar in one or other of the branches of knowledge to which Professor Taylor made such notable contributions. The 1999 lecture was presented at a meeting held at the Royal Geographical Society on 30 November 1999. Michael Richey first describes the events leading up to the dramatic announcement by Yale University in 1974 that the famous Vinland Map it had acquired some nine years before might well be a fake; and then the steps taken to try to rehabilitate it. Professor Taylor was almost certainly the first scholar to set down in detail the reasons for believing the map to be a forgery. The map remains a mystery, for while the evidence seems for the most part to point towards forgery, who by and when and why remain in the air. Michael Richey is a Gold Medallist and a former Director of the Institute.

This paper, and the following five papers, were presented during the Telematics Automotive 99 Conference held at the National Exhibition Centre, Birmingham, 13th to 15th April 1999. This first paper sets the scene for the more detailed technical aspects of the later papers. Copies of the full proceedings of Telematics Automotive 99 are available on loan from The Cundall Library.

Globalisation of both markets and supply has been nowhere more obvious than in motor cars. These vehicles create not only the most free economic pipeline known to man but also a revolution in personal freedom. They are unlikely to go away; we have to find ways of living with them by coping with the environmental problems and the many forms of traffic problem: congestion, driving and support skills and car crime. In other areas, notably manufacturing and commerce, automation and advanced communications have enabled radical improvements in quality, productivity and environmental impact. This effect has yet to reach road transport in volume; the environmental and traffic problems are growing at least as fast as the populations of vehicles grow. The risk with such an important enabler as telematics is that it is seen as a plaything for gadget-minded users, rather than a key enabler for ongoing use of the car in the face of unrelenting pressures of congestion and environmental damage.

This, and the following three papers, were first presented at GNSS 2000, the Third European Symposium on Global Navigation Satellite Systems held in Edinburgh, Scotland from 1st to 4th May 2000.

This paper presents the methodology and a practical implementation approach to perform GNSS Safety Assessment and Certification with due consideration of the satellite navigation system users. It places Galileo GNSS in a total system that includes vehicles, on-board equipment, crews and traffic controllers and defines the necessary organisation for implementing safety analyses right from the early design phases of navigation systems. Civil aviation has very demanding requirements based on objectives for air navigation safety. It is much better organised on a worldwide basis than other GNSS users and is considered in this paper as the leading study case. Some methods are then proposed to build a bridge between all user organisations and to set up a common approach to certification.

This, and the following four papers, were first presented at the NAV99/ILA28 Conference on ‘Loran-C, Satellite and Integrated Systems for the 21st Century’ held at Church House, Westminster, London, 1st–3rd November 1999.

Just 25 years ago, the author presented a paper at the 30th Annual Meeting of the United States Institute of Navigation (ION) entitled ‘Radionavigation in North America, the Next 25 Years’. The paper received much attention and was given the ION's Burka Award for the best paper of the year. The author attempted to predict the worldwide implementation of Loran-C and Omega while acknowledging that satellite technology was on the horizon. ‘Global Radionavigation – The Next 50 Years and Beyond’ builds on the previous paper and is an attempt to define the future of global radionavigation based upon a mix of terrestrial and satellite systems. The time it takes for satellite systems and augmentations to mature and the reasons for this extended period provide the foundation of the paper. Also discussed are: the time to achieve a full constellation of space vehicles having signal specifications that meet the requirements for safety-of-life, the political complexities to achieve international harmonisation of service, and the use of a common worldwide protected frequency spectrum. The need for terrestrial complements is presented from the standpoint of supporting satellite systems and as a back-up in the event of loss of satellite services.

To encourage compatibility of national and global precise positioning of GPS surveys in Great Britain, Ordnance Survey is providing access at no cost to the new National GPS Network, via a website first available in June 2000. By requiring the use of this infrastructure to provide ETRS89 control station coordinates at a stated level of precision, survey clients can be assured that any commissioned survey will be precisely consistent with any other, even if the two are widely spaced in location and time. All such surveys will also be precisely consistent with the Ordnance Survey large-scale base mapping, using the precise National Grid Transformation and National Geoid Model. This is now the Ordnance Survey recommended ‘standard method’ of creating new National Grid coordinate datasets, eventually to replace completely the traditional national control networks of triangulation stations and height bench marks.

There has been much discussion recently implying that Loran-C chain synchronisation using ‘System Area Monitor’ (SAM) control and using ‘Time of Transmission (or Emission)’ (TOT or TOE) are incompatible mechanisations of Loran-C chain time management because of their differing impact on users. Further, the mechanisation of UTC synchronisation is described as either satellite (GPS/GLONASS) based or Loran Chain measurement based, thereby excluding integrated use of both techniques for reliability. These differences are not mutually exclusive. Well-defined chain synchronisation can logically apply all measurement and control techniques as well as providing improved accuracy. This paper defines synchronisation and describes the history of Loran-C synchronisation control and the current methods employed. The existence of Cesium Standards at Loran stations, and the recent introduction of digital signal processing receivers, have greatly changed the potential for extremely precise timing control, detection of extraordinary timing changes, and the maintenance of very tight UTC synchronisation. This paper describes a number of techniques for defining, observing and applying the various sources of timing information, optimising performance for users and simplifying implementation for service providers.

Communications with vehicles has come a long way since 1979, when drivers made ‘check calls’ from roadside telephone boxes. With the advent of mobile phones, fleet managers were able to contact their drivers, whenever they wanted – well almost. But talking requires two people to be available at the same time. Usually the driver does not concentrate, because he is driving, and has to call back – more charges, and when did you last record a phone conversation? Now, satellite communication allows transmission of vehicle position and data. Messages sent to vehicles are stored in the vehicle (and by the sender). Messages sent to the office are stored at the office. Neither messages or positions can be intercepted. The purpose of this paper is to illustrate why the ‘key to better fleet management’ is in integrating data from messages with other systems. Pre-formed messages requiring only the ‘blanks’ to be filled bring standardisation to the system. Message fields can be formatted so that specific data may be collected and posted to other software packages. Users of such systems report savings in manpower by reducing duplication of work e.g.: a message confirming the delivery of a consignment, sent by the driver, is posted to the accounts system and an invoice raised automatically. The future includes transmission of bar codes, signatures on PODs (proof of delivery notes) and viewing of consignment positions, by customers, on the Internet. The conclusion must be that – in the battle for survival, where making profit can sometimes depend on saving costs – it will be those companies that embrace technology to link all their systems so as to exchange data, who will win out.

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.

Cellnet/British Telecom (BT) has been active in the area of GPS/GSM location and application research for over five years. Cellnet/BT have undertaken considerable development and field trials of various GSM methods for location positioning, which have resulted in several patent registrations. Recent R&D projects undertaken by the Mobility engineering team at BT Labs. include MOSA (Mobile Social Alarm) and City Guide using GPS positioning data to deliver value-added applications and services for both the general public and business users. A critical factor to the successful development of innovative value-added services is co-operation with partners, to promote and evolve open standards for GSM location.

This paper discusses the design, development and operation of two tools intended for B-RNAV operations: the enhanced AUGUR system, which was commissioned by EUROCONTROL, and the Global Positioning System (GPS) Performance Monitoring System (GPMS), commissioned by National Air Traffic Services Ltd. (NATS). Both tools were implemented by STASYS Ltd., with support from Delft University on AUGUR algorithm issues. AUGUR, a Predictive GPS Receiver Autonomous Integrity Monitoring (RAIM) system, performs complex calculations and provides an easy-to-interpret Internet-based interface to aid aircraft operators with the use of GPS. Enhancements to AUGUR have been implemented to meet user requests and the requirements of a future Joint Aviation Authorities (JAA) Temporary Guidance Leaflet (TGL) on the airworthiness and operational approval for the use of Area Navigation (RNAV) systems in European airspace designated for Precision RNAV (P-RNAV) operations. The GPMS records output from a variety of GPS UE, has a real-time interface, performs simulations based on logged data, and permits remote analysis. The work carried out consisted of specifying a system to meet the safety study recommendations, choosing hardware, analysing interface requirements, and developing systems and software. These tools are now in place to help with GPS B-RNAV operations, and provide a layer of safety for both en-route flight and GPS-based non-precision approach operations in European airspace.

Advanced vehicle navigation based on the US Global Positioning Systems (GPS) will play a major role in future vehicle control systems. Contemporary vehicle navigation systems generally consist of vehicle positioning using satellites and location and orientation of the vehicle with respect to the roadway geometry using a digitised map on a CD-ROM. The standard GPS (with Selective Availability) enables positioning with an accuracy of at least 100 m and is sufficiently accurate for most route guidance tasks. More accurate, precision navigation can be obtained by Differential GPS techniques. A new light concept called Adaptive Light Control (ALC) has been developed with the aim to improve night-time traffic safety. ALC improves the headlamp illumination by means of continuous adaptation of the headlamps according to the current driving situation and current environment. In order to ensure rapid prototyping and early testing, the step from offline to online (real-time) simulation of light distributions has been successfully completed in the driving simulator. The solutions are directly ported to real vehicles to allow further testing with natural road conditions.

This paper presents an integrated INS (Inertial Navigation System) and camera-based navigation system. The camera-based navigation system provides position measurement aiding to the INS. This is an alternative to the more conventional GPS (Global Positioning System) aided INS. The system is intended for UAVs (Unmanned Aerial Vehicles) and long-range missiles. The basic principles of camera-based navigation are presented. The Kalman filter based integration of INS and camera-based navigation is discussed. Total system simulation results are shown together with INS simulations for comparison. Finally, a brief overview of factors that improve the navigation accuracy is presented.

For the last two years a large collaborative project has been taking place at the University of Nottingham to investigate novel strategies for the implementation of GNSS within all phases of marine navigation in UK waters. The project, which was recently completed, was funded by the Engineering and Physical Sciences Research Council. The project also received financial support from a prestigious team of collaborators that included the UK Ministry of Defence Hydrographic Office, Trinity House Lighthouse Service, Northern Lighthouse Board, Commissioners for Irish Lights and the Port of London Authority. The first phase of this project was reported in the Journal in May 1999 (Ashkenazi et al., 1999); this paper presents an update of the progress of the project over the last year.

Inertial measurement technology can make a valuable contribution to the development of autonomous, sole-means Satellite Navigation Systems. The integration of inertial measurement technology and GPS can enable a significant performance improvement to the various configurations of GPS, WAAS and LAAS. This paper provides a conceptual discussion of the safety and performance benefits that inertial measurement and integration technology can bring to the satellite navigation environment.

Conventional cruise control systems fulfil the function of automatic speed control. A desired speed is selected by the driver, and a control system operates on the throttle to maintain this desired speed. When traffic density is moderate or high, the driver is faced with having to adjust the set speed regularly in order to maintain a comfortable distance from preceding vehicles and will frequently have to brake, disengaging the cruise control. Thus conventional cruise control can become a source of irritation when used in moderate or heavy traffic. If a distance sensor is added to a conventional cruise control system, then it is possible to add distance keeping to the basic speed control function. This forms the basis for adaptive cruise control, which can be further improved if a limited authority braking system is incorporated. Use can then be made of both throttle and brake actuators to control the distance and relative velocities between a vehicle and a preceding target vehicle.

This paper was first presented at the NAV99/ILA28 Conference on ‘Loran-C, Satellite and Integrated Systems for the 21st Century’ held at Church House, Westminster, London from 1–3 November 1999.

The introduction of modern navigation systems highlights the need for efficient tools to assess the possible impact of these systems on the safety levels currently associated with the operation of a ship. In recent years this has led to investigation of the advanced safety/risk assessment techniques already applied in other industrial sectors, with encouraging results. The scope of this paper is to show a quantified safety assessment methodology that can be applied while designing or retrofitting navigation systems. The methodology adopted is the result of the review of the IMO Formal Safety Assessment (FSA) technique and comprises the development of a functional analysis, a hazard identification analysis and a risk assessment. The paper provides details on a specific application of this model to an integrated navigation system. This application is included in the work performed under the ATOMOS II research project, partly funded by the DGVII Directorate of the European Commission within the 4th Framework Programme in the field of Maritime Transport.

This paper was first presented at a Symposium on ‘Advanced Moving-Map Displays’ held on the 3rd and 4th of August 1999 by the US Naval Research Laboratory Detachment at the NASA Stennis Space Centre, Mississippi, and is reproduced in modified form with the kind permission of the NRL Commanding Officer, Captain Douglas H. Rau USN.

Wavelets and wavelet transforms can be used for vector-map data compression. The choice of wavelet, the level of decomposition, the method of thresholding, the height of the threshold, relative CPU times and file sizes, and reconstructed map appearance were investigated using the Wavelet Toolbox of MATLAB. Quantitative error measures were obtained. For two test vector-map data sets consisting of longitude and latitude points, compressions of 35 to 50 percent (1·5[ratio ]1 to 2[ratio ]1) were obtained with root-mean-square errors less than 0·003 to 0·01° longitude/latitude for wavelet packet decompositions using selected wavelets.

The idea of incorporating radar systems into vehicles to improve road traffic safety dates back to the 1970s. Such systems are now reaching the market as recent advances in technology have allowed the signal processing requirements and the high angular resolution requirements from physically small antennas to be realised. Automotive radar systems have the potential for a number of different applications including adaptive cruise control (ACC) and anti-collision devices. This paper summarises recent developments in test methods that have been made to satisfy the compliance requirements for emissions and immunity.