Current strategic plans for Air Traffic Management (ATM) envisage a transition from radar control to a trajectory-based system. Part 1 sketched the historical origins of separation minima and then analysed the safety thinking behind current minima and the issues involved in risk modelling. Part 2 examines the future situation. This focuses on the intermediate steps to the final system – upgraded capabilities in a mixed-equipage system. Future traffic mixes two categories of traffic: V aircraft, i.e. vectored traditional ATC-handled, and 4D aircraft, i.e. flying on 4D trajectories. Conflict probe and other decision support tools will need to be in place, inter alia to prevent controller workload from increasing. Conceptually, future risks in the transition period will be the sum of three types of aircraft encounter risk: V/V, 4D/4D and 4D/V. These pose different kinds of problem for ATC, appropriate conflict alerting systems and risk assessment. The numbers of 4D/V encounters increase rapidly with growth in the proportion of 4D aircraft. With reduced minima, airborne collision avoidance systems would be unlikely to resolve higher relative velocity encounters were the ATC system to fail. It would be a difficult decision to reduce markedly ATC separation minima for any category of aircraft encounters during the transition period.

To effectively design navigation and travel information systems, car manufacturers need data on how these systems are typically used. In this study, researchers surveyed thirty typical drivers and eleven auto experts to determine previously visited destinations, favourite destinations, and other information. Unexpectedly, subjects predominantly reported they used navigation systems to reach familiar destinations (typical drivers: 61%; auto experts: 89%). History was self-reported to be a very common entry method (typical drivers: 30%; auto experts: 24%), which conflicted with data retrieved from navigation systems (both groups: <1%). Based on the history list, common trip purposes included Shopping and visiting Friends' Houses.

This paper studies the effectiveness of a ship's tunnel bow thruster with slow speed ahead. After describing the general reasons for the decrease of performance with slow speed ahead, the Anti Suction Tunnel (AST) is analyzed as an advisable state-of-the art design option that aims to improve performance.

General Aviation (GA) pilots need, more than ever, to be constantly aware of their aircraft's position especially when they navigate in areas surrounded by controlled airspace. With pilots being taught to navigate using visual landmarks and radio, the increasing use of space-based navigation aids might degrade the pilot's performance. Given limited literature resources on navigation by GA pilots, the following three navigation methods are outlined: visual, radio-based and space-based navigation. 27 GA pilots were interviewed in three European nations to determine the navigation methods currently used and their impact on the pilots’ performance. The selection of the participants based on aircraft type (fixed-wing, ultralight and glider), in three European nations highlights profound differences in navigation between the three most popular aircraft designs. Furthermore, space-based navigation aids, in particular portable computers, have changed both planning and navigation implying that changes in the training of pilots are urgently needed to enhance the pilot's performance, and subsequently, to promote aviation safety.

In 1964 during the second single handed transatlantic race Colonel H. G. Hasler in Jester lost the correct time and, having no radio, could not get a time check. Thus he could not obtain the longitude but, being a fine seaman and practical navigator, made a landfall on Nantucket light-vessel by a method used by old sailing ship skippers. This was to position himself on the correct parallel of latitude and sail due east or west to the destination.

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.

Collision avoidance (COLAV) is a prerequisite for the navigation safety of unmanned surface vehicles (USVs). Since USVs have to avoid obstacles clearly and timely, i.e. the COLAV should be agile, the COLAV algorithm should have low computation complexity and make efficient COLAV decisions. However, balancing between the computation complexity and the COLAV decision optimality is still intractable at present. This paper innovatively proposes a COLAV algorithm for USVs by combining the velocity obstacle method with the predictive model method, named the collision shielded model predictive control (CS-MPC) algorithm, such that the agility of USVs COLAV is improved. The runtime of the proposed COLAV algorithm is shortened by shielding the dangerous parts of the search space of the COLAV decisions, and the COLAV decision is efficient with the aid of the accurately predicted motion trajectory by the motion mathematical model of USVs. As such, the USV can safely navigate in complex water areas where multiple vessels and obstacles exist. A series of simulations on a yacht in different kinds of encounter situations were carried out to verify the effectiveness and the agility of the proposed CS-MPC COLAV algorithm.

Since the descriptors based on Three-Dimensional (3D) Zernike moments are robust to geometric transformations and noise, they have been proposed for terrain matching. However, terrain matching algorithms based on 3D Zernike Moments (3DZMs) are often difficult to implement in practice since they are computationally intensive. This paper presents a more efficient real-time terrain matching algorithm based on 3DZMs for land applications. Two efficient methods based on coordinate transformation and symmetry are proposed to compute the geometric moments. The impact of the sample difference on the matching result due to heading angle is investigated to prove the feasibility of using a circular template. Consequently, the terrain feature vectors of the reference map can be computed off-line with the circular template to significantly reduce on-line computation. Numerical experiments on a real digital elevation model demonstrate that the proposed algorithm is robust to the heading angle and can be implemented for real-time terrain matching operations.

In the Interim Report of the Institute's Collision Regulations Working Party (Journal, 23, 448), it was stated in the preliminary that Dr. Calvert was not able to subscribe entirely to propositions (1)to (19). Dr. Calvert here states his views.

My disagreement with the interim report is concerned only with the propositions and principles at the end. The body of the report I regard as masterly in the circumstances.

This paper proposes a novel speed optimisation scheme for unmanned sailboats by sliding mode extremum seeking control (SMESC) without steady-state oscillation. In the sailing speed optimisation scheme, an initial sail angle of attack is first computed by a piecewise constant function in the feed forward block, which ensures a small deviation between sailing speed and the maximum speed. Second, the sailing speed approaches to maximum gradually by extremum search control (ESC) in the feedback block. In SMESC without steady-state oscillation, a switching law is designed to carry out the control transformation, so that the speed optimisation system carries out SMESC in the first convergence phase and ESC without steady-state oscillation in the second stability phase. This scheme combines the advantages of both control algorithms to maintain a faster convergence rate and to eliminate steady-state oscillation. Furthermore, the strict stability of the speed optimisation system is proved in this paper. Finally, we test a 12-m mathematical model of an unmanned sailboat in the simulation to demonstrate the effectiveness and robustness of this speed optimisation scheme.

E-navigation provides the opportunity to apply modern digital and other electronic enhancements to improve the safety and efficiency of maritime navigation. Under the broad banner of e-navigation, the International Hydrographic Organization's S-100 product specification framework is facilitating the establishment of a standard maritime data structure to enable a free-flowing exchange of navigation information between ships, ship-to-shore and shore-to-ship. There are currently over 30 S-100 based product specifications at various stages of development. For the data standard to be properly used, navigation software products must be capable of reading as well as comprehending the data format and content. To develop robust and stable software, the S-100 data models and product specifications must be consistent, accurate and interoperable in conveying various types of information. This paper describes the results of research on S-100 based product specifications from the viewpoint of developing maritime navigation software. In particular, issues related to software development for Electronic Chart Display Information System (ECDIS) and Vessel Traffic Service (VTS) are discussed, including appropriate data model analysis, processing of features, and symbols overlapping with other product specifications. Proposed solutions for some identified issues are presented.

In the January 1977 issue of this Journal an article ‘The new buoyage system’ by the Hydrographer of the Navy was one of the many steps taken during the past two years to explain to chart users what IALA System A is all about. Newspapers, magazines, schools of navigation, yachting clubs and commercial printers have all helped to spread the gospel. There are on the market a variety of booklets, wall charts, plastic models, cassette teaching aids and films. The new symbols used to portray the details on the charts can be found in Navigation Publication NP735, available from Admiralty chart agents.

The year 1952 is the fourth centenary of the birth of Sir Walter Ralegh. So far from being the great romantic of tradition Sir Walter was a hard-headed practical man, and the first Englishman to engage a scientific and technical expert to advise him on his colonizing enterprises. He brought the brilliant young mathematician Thomas Hariot, some eight years his junior, direct from Oxford to Durham House, his mansion in the Strand, where, setting his instruments up on the leads, Hariot laboured for years at improving observational technique and revising the Ephemerides. Meanwhile he gave instruction in navigation to the officers of Ralegh's ships, himself obtaining practical experience on the voyage to Virginia in 1585, when he was able to observe the seaman's difficulties and the errors to which he was prone. He had already by 1584 written a new Instruction Manual which he entitled Arcticon, but this is unfortunately lost. We have, nevertheless, an epitome of its contents, for Ralegh asked for a ‘refresher course’ on the eve of his departure for Guiana, which was to take place in February 1595, and Hariot's teaching notes in his own (very crabbed) handwriting, besides fair copies of the tables he drew up, are now at the British Museum.

On 14 September 1494, Christopher Columbus observed a lunar eclipse while at the island of Saona near the eastern tip of Hispaniola. He later recorded in his Libro de las Profecias that, from his timing of the eclipse, he determined his longitude to be ‘five hours and more than one half’west of Cape San Vicente. His actual longitude was three hours and 59 minutes west of Cape San Vicente, so Columbus was off by over an hour and a half, some 23 degrees of longitude.

The traditional Kalman filtering-based transfer alignment methods largely depend on prior information for initialisation. However, the initialisation process is hard to fulfil on a moving base. In this paper, a type of inertial measurement vector integration matching for optimisation-based transfer alignment and calibration is proposed to estimate the misalignment between the Master Inertial Navigation System (MINS) and Slave Inertial Navigation System (SINS), and main inertial sensor error parameters of SINS, including bias and scale factor error. In contrast to filter techniques, the proposed method has the capability of self-initialisation and provides a new idea to solve the alignment and calibration problem. No prior information is needed. Moreover, the integration time interval for the matching inertial measurement vector is selected by considering both the observation degree of inertial sensor error parameters and the noise effect. Simulation results demonstrate that the proposed method has faster convergence and is more accurate than Kalman filter techniques.

Positioning and Navigation (PN) of Martian rovers still faces challenges due to limited observations. In this paper, the PN feasibilities of Mars rovers based on a Gravity-aided Odometry (GO) system are proposed and investigated in terms of numeric simulations and a case study. Statistical features of the Mars gravity field are studied to evaluate the feature diversity of the background map. The Iterative Closest Point (ICP) algorithm is introduced to match gravity measurements with the gravitational map. The trajectories of Mars Exploration Rovers (MER) and Mars Gravity Map 2011 (MGM2011) are used to complete the experiments. Several key factors of GO including odometry errors, measurement uncertainties, and grid resolution of the map are investigated to evaluate their influences on the positioning ability of the system. Simulated experiments indicate that the GO method could provide an alternative positioning solution for Martian surface rovers.

Vector-based maps are an advanced capability of digital moving-map systems that are easily customised and can be powerful aids to aircrew information processing and decision-making. However, they may place excessive demands on an aircrew's information processing requirements, cause an increase in workload, and degrade situational awareness if the user interface is not designed properly. There is little information available about the human factors and situational awareness issues relevant to vector-based maps. In this paper, we summarise relevant research on human factors and situational awareness aspects of using vector-based maps, identify key issues, and recommend directions for future research.

The UnScented QUaternion Estimator (USQUE) has been approved as a promising substitute for the extended Kalman filter when applied in the Standard Inertial Navigation Equations (SINE)-based inertial navigation system/global positioning system integration. However, the expensive computational burden makes it untenable in real time applications. In this paper, a computationally efficient filtering algorithm called Marginalised USQUE (MUSQUE) is derived by embedding the Marginalised Unscented Transformation (MUT) that is applicable to nonlinear systems with a linear substructure into the widely used USQUE. The contributions of the MUSQUE developed here are twofold. Firstly, the SINE are reconstructed to be only nonlinear in the attitude quaternion while linear in velocity and position, which makes the MUT potentially applicable in the USQUE. Secondly, the quaternion and generalised Rodrigues parameter-based sigma points are propagated simultaneously in the MUSQUE to deal with the dimensional mismatching hierarchy of the USQUE. Compared with the USQUE the number of sigma points can be decreased substantially, thereby making the applied MUSQUE computationally tenable. The experimental results show that the proposed MUSQUE has nearly identical performance with the USQUE but with much reduced computational burden.

The aim of this paper is to provide a collective overview of current state-of-the-art weather routeing and it is therefore intended to give a descriptive appraisal. Essentially the paper will concentrate upon the vessel route optimization procedures, data-handling techniques including the parameters necessary to implement the methods, the ship-resistance characteristics and the James speed performance curves.