As technology continues to develop, information and communication technology and operational technology on board ships are increasingly being networked, and more frequently connected to the Internet. The introduction of cyber systems changes the work environment with the aim of decreasing the workload for the navigator, but at the same time introduces more complexity and vulnerabilities that in turn may alter the competencies needed to perform safe and efficient navigation. Contemporary examples of how cyber-attacks can distort situational awareness and interfere with operations are needed to enhance the navigator's competence through increased system awareness. This paper demonstrates some of the possible attack vectors that a cyber-attack can present to a ship, as well as discussing the plausibility and consequences of such attacks. In this study we provide a practical example to better understand how one can demystify cyber threats in order to enhance the navigators' competence.

Tactical monitoring and controlling of air traffic is becoming increasingly difficult to manage for Air Traffic Controllers (ATCOs) owing to an increasingly complex traffic flow. A dynamic tactical complexity model, herein known as Conflict Activity Level (CAL), has been developed and is presented in this paper. This can be achieved either by establishing an overall score for an entire region or sub-regions of interest as specified by user's input location and time. This is done by evaluating the likely aircraft flight shape profile based on its current and projected position and trajectory. From the flight shape profile, CAL values are computed based on instantaneous existing traffic numbers in the overall region or sub-regions of interest. The proposed complexity approach shows good agreement with other methods in terms of ranking the order of complexity of various air traffic scenarios and the key influencing factors contributing to conflict.

Fingerprint-based indoor localisation suffers from influences such as fingerprint pre-collection, environment changes and expending a lot of manpower and time to update the radio map. To solve the problem, we propose an efficient radio map updating algorithm based on K-Means and Gaussian Process Regression (KMGPR). The algorithm builds a Gaussian Process Regression (GPR) predictive model based on a Gaussian mean function and realises the update of the radio map using K-Means. We have conducted experiments to evaluate the performance of the proposed algorithm and results show that GPR using the Gaussian mean function improves localisation accuracy by about 13·76% compared with other functions and KMGPR can reduce the computational complexity by about 7% to 20% with no obvious effects on accuracy.

The Beidou System (BDS) started functioning at the end of 2012. The Yaw-Steering (YS) attitude mode for Inclined Geosynchronous Orbit (IGSO) and Medium Earth Orbit (MEO) satellites in BDS ensures that the solar panels face the Sun. The orbit radial accuracies for IGSO/MEO satellites are 0·5 m and the User Equivalent Range Errors (UERE) are 1·5 m in YS mode. BDS-2 satellites adopt Orbit-Normal (ON) mode to meet the power supply and thermal control requirements of the satellite during deep Earth eclipse periods. In ON mode, long-term orbit ephemeris accuracy monitoring in the Operational Control System (OCS) of BDS indicates that the orbit accuracies for IGSO/MEOs are reduced to a few hundreds of metres, seriously affecting the positioning accuracy and navigation service capability of the BDS system. Solar Radiation Pressure (SRP) is difficult to model in ON mode. Continuous Yaw-Steering (CYS) mode is available for new generation Beidou satellites launched since 2015. The orbit accuracies for these new generation Beidou (BDS-3) satellites were estimated based on BDS monitoring station data and SRP models including ECOM 9/5/3. The evaluation method consisted of four steps, namely, orbit internal consistency analysis, UERE calculation, Satellite Laser Ranging (SLR) data fitting Root Mean Square (RMS) determinations and positioning performance analysis; the data gathering period lasted for more than 60 days and included two CYS periods and one ON period. The experiments showed that the orbit accuracy of the radial component in CYS mode for the BDS-3 satellites degrades by 2 to 3 cm and positioning accuracy degrades only by 1 cm over that in YS mode which is just a small reduction in accuracy compared with the decimetre-level BDS orbit accuracy and the metre-level single point positioning accuracy with BDS pseudorange data. This overcomes declining orbit and positioning accuracy issues in ON mode for BDS-2 satellites. Other results also show that the reliability of BDS has been improved.

In this paper, both the proportional derivative feedback control and variable-structure sliding mode control approaches based on dual numbers are presented to design space flyaround and in-orbit inspection missions. Dual-number-based spacecraft kinematics and dynamics models are formulated. The integrated translational and rotational motions can be described in one compact expression, and the mutual coupling effect can be considered. A space flyaround and in-orbit inspection mission model based on dual numbers is derived. Both proportional derivative feedback control and variable-structure sliding mode control laws are designed using dual numbers. Simulation results indicate that both the proposed control system can provide high-precision control for relative position and attitude. Of the two systems, the variable-structure sliding mode control system performs the best.

With electronic warfare increasingly complicated and military confrontations increasingly intense, the potential security threat to satellite navigation has become a difficult issue to deal with. Traditional satellite navigation anti-interference technology generally refers to jamming, but less consideration has been given to spoofing. It should be noted that the potential risk induced by spoofing interference is worse than that caused by jamming as the loss of positioning integrity may not be immediately obvious. This paper introduces a spoofing detection method based on a two-antenna structure using fraction parts of double-difference carrier phase observables. If all spoofing signals are transmitted by one single antenna, a spoofing detection hypothesis test can be carried out through the normalisation of double-difference carrier phase observables, without need to consider the integer ambiguity problem, measure the baseline vector and estimate the real directions of signals. The detection scheme adopts an M of N algorithm (if M or more of the test values exceed the threshold, the algorithm declares the presence of a spoofing signal), integrating carrier phase measurements of all the available satellites. Finally, the proposed method is verified by real experiments. This spoofing detection method can easily be applied to GNSS anti-spoofing receivers without changing their architecture and has simple and effective characteristics.

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.

Precise control is a key factor in enabling Unmanned Underwater Vehicles (UUVs) to complete various underwater activities. The development of UUV control rules is mostly based on UUV dynamic models. However, such dynamic models contain unknown hydrodynamic parameters that need to be identified. This paper presents a new method, Laser Line Scanning for Hydrodynamic Parameter Identification (LSHPI), which integrates laser line scanning, decoupled dynamics, and evolutionary optimisation to identify the hydrodynamic parameters of an Autonomous Underwater Vehicle (AUV). In this research, laser images, seen from an on board camera's perspective and created using Open Graphics Library (OpenGL), were used to validate LSHPI's feasibility. The accuracy of the AUV positions and Euler angles obtained by the laser image-based methods were investigated for each decoupled One-Dimensional (1D) motion and the influence of other motion disturbances on the accuracy of the obtained AUV positions or Euler angles was also evaluated. In addition, the accuracy of the surge-related hydrodynamic parameters obtained by LSHPI was investigated under different motion disturbances. Based on the hydrodynamic parameter identification results under different motion disturbances, LSHPI's feasibility was successfully validated.

This paper proposes a simplified algorithm for reducing the computational load of the conventional underwater integrated navigation system. The system usually comprises a three-dimensional accelerometer, a three-dimensional gyroscope, a three-dimensional Doppler Velocity Log (DVL) and a data fusion algorithm, such as a Kalman Filter (KF). Since the expected variations of roll, pitch and depth are small, these quantities are assumed to be constant, and the proposed system is designed in a two-dimensional form. Due to the low speed of the vehicle, the nonlinear dynamic equation of the velocity can be simplified in a linear form. We also simplify the conventional KF in order to avoid matrix multiplications and matrix inversions. The performance of the designed system is evaluated in a sea trial by an Autonomous Underwater Vehicle (AUV). The results show that the proposed system can significantly reduce the computational load of the conventional integrated navigation system without a significant reduction in position and velocity accuracy.

To track multiple ships and estimate the feature parameters of multiple emitters on board using electronic intelligence satellites under clutter interference, a long and random revisit time, and other complex conditions, a novel tracking algorithm using both kinematic (position and velocity) and feature information based on an improved Multiple Hypothesis Tracking (MHT) approach is proposed in this paper. Firstly, the characteristics of multi-ship tracking with multiple emitters using satellite electronic information are analysed, and a new model of an emitter is built as an extended target in geographical coordinates. Secondly, a pre-processing of measurements is utilised via hierarchical clustering using the location and feature information of emitters. Thirdly, feature information is incorporated into the MHT framework using Jensen-Shannon divergence distance and fuzzy C-means clustering to calculate track scores. Finally, we present the prediction and update of target states, especially the update of feature parameters, to realise joint kinematic and feature tracking of ships. The results of the simulation show that the proposed method has much better tracking performance than the standard MHT algorithm.

Vessel behaviour analysis plays an important role in maritime situational awareness. However, available technology still provides only limited approaches to vessel behaviour analysis. In this paper, we propose a visual analytics framework to interactively explore the characteristics of vessel behaviour by means of integrating visualisation with data mining and a human-computer interaction controlling model, which combines human insight with the enormous storage and processing capacities of computers to gain insight into vessel behaviour. In addition, we provide multiple views for visually analysing vessel trajectories, densities and speeds. Case studies with 15 days' AIS data collected from the middle Hankou channel to Yangluo channel in the Yangtze River demonstrate the effectiveness of our approach.

Data derived from the Automatic Identification System (AIS) plays a key role in water traffic data mining. However, there are various errors regarding time and space. To improve availability, AIS data quality dimensions are presented for detecting errors of AIS tracks including physical integrity, spatial logical integrity and time accuracy. After systematic summary and analysis, algorithms for error pre-processing are proposed. Track comparison maps and traffic density maps for different types of ships are derived to verify applicability based on the AIS data from the Chinese Zhoushan Islands from January to February 2015. The results indicate that the algorithms can effectively improve the quality of AIS trajectories.

A novel synthetic air data estimation method without using air data sensors is presented, and the method only relies on the information from the Navigation System (NS) and Flight Control System (FCS). The aircraft's aerodynamic model is also required to make a connection between the FCS control parameters and the NS measurements. The airspeed, angle of attack and sideslip, angular velocity and wind speed are defined as state vectors, and state equations are established through the aircraft's aerodynamic model and dynamics. Linear velocity and angular velocity provided by the navigation system are considered as the measurement vector. To deal with variable wind fields, a novel Initialised Three-step Extended Kalman Filter (ITEKF), which considers the wind speed as an unknown input, is developed to track the variation of wind speed. Simulation results based on a Generic Hypersonic Vehicle (GHV) model are presented and compared with an existing method. Factors affecting the method's accuracy include the navigation system accuracy and the aerodynamic model error, are also discussed.

Heading angle is a vital parameter in maintaining a vessel's track along a planned course and should be guaranteed in a stable and reliable way. An innovative method of heading determination based on a fisheye camera, which is almost totally unaffected by electromagnetism and geomagnetism, is proposed in this paper. In addition, unlike traditional astronomical methods, it also has a certain degree of adaptability to cloudy weather. Utilising the super wide Field Of View (FOV) of the camera, it is able to simultaneously image the Moon and the horizon. The Moon is treated as the observed celestial body and the horizon works as the horizontal datum. Two experiments were conducted at sea, successfully proving the feasibility of this method. The proposed heading determination system has the merits of automation, resistance to interference and could be miniaturised, making application viable.

This paper considers the effect of the biases in Global Positioning System (GPS) observations on satellite clock offset estimation. GPS triple-frequency satellite clock and reference observations are discussed. When the reference observation is selected and the corresponding satellite clock offset is computed, satellite clock offsets for all observations are obtained based on the computed satellite clock offset and the biases between the reference observation and other observations. The characteristics of these biases are analysed, and a service strategy for the GPS triple-frequency satellite clock offset is presented. To evaluate the computed GPS satellite clock offset, the performance in single-point positioning is validated. The positioning results show that the average relative improvements are about 20%, 28% and 19% for north, east and vertical components, when the Differential Code Bias (DCB) (P1-P2), DCB (P1-P5) and modelled Inter-Frequency Clock Bias (IFCB) are corrected. The effect of DCB (P1-P2), DCB (P1-P5) and modelled IFCB on the altitude direction is more evident than on the horizontal directions.