The European Geostationary Navigation Overlay Service (EGNOS) system is being developed in Europe to provide Global Positioning System (GPS) and GLONASS regional augmentation services to aviation, maritime and land users. The EGNOS system, as any other Wide Area Augmentation System (WAAS), relies on the broadcast of differential correction and integrity information in the pseudo-range domain, which are then used to provide a solution in the position domain. EGNOS is a major element of the European Satellite Navigation Program, which is jointly being implemented by the Commission of the European Union, the European Space Agency (ESA) and Eurocontrol (the European Organisation for the Safety of Air Navigation). It is also the first European step to the GALILEO system.

As part of the EGNOS validation activities, flight trials have been organised by ESA and the EGNOS Industrial Consortium at various locations in Europe during Spring 2005. To demonstrate the system capability in a challenging mountainous environment, tests have been conducted at Lugano airport in the Swiss Alps. Due to the difficult topography of the airport and its surroundings, the use of conventional ground based navigation aids present some limitations. For the trials, a new Satellite Based Augmentation System (SBAS) procedure has been designed to take advantage of the system flexibility. In particular, a reduction of the approach glide path angle has been achieved, potentially allowing more aircraft types to fly the approach than today. This article presents the operational benefits that could be obtained with the new test procedure. The very impressive EGNOS performance is also described in details, showing that it can support Approach Procedure with Vertical guidance (APV) operations even in a very challenging environment.

During World War II women in the US and the UK were given the then unprecedented opportunity to fly military aircraft. Yet while the women flying in the UK soon gained the privileges and status enjoyed by their male colleagues, the American women pilots were expressly denied the same status, rank, pay, and benefits as USAAF pilots. In fact, after an ugly slander campaign against the women pilots' organisation, the US programme was discontinued and the women were sent home before their job was done. The American women pilots were not less dedicated or inherently less capable than the women flying in Britain. Rather, key environmental and organisational differences and above all a failure of leadership accounts for their fate. This paper summarises the differences and their impact. The complete findings of the comparative research on the experiences of women pilots in the US and the UK during WWII will be published by Pen & Sword Books Inc early in 2006 under the title Sisters in Arms.

Many researchers have studied vessel systems to enhance navigation safety at sea, or analysed the statistics of marine casualties of different flagged vessels as well as the fatalities and injuries in ferry accidents. However, little research has been devoted to port safety and especially navigation safety within Taiwanese territorial waters where over a 10-year period there have been 3428 marine accidents with 548 deaths and 524 vessels sunk. In this paper, we use the Grey Relational Analysis (GRA) to analyse the marine accident records of each of Taiwan's commercial ports from 1992–2003. Then, after interviewing the port authority managers and marine specialists, we discover the concerns felt by these professionals about Taiwanese commercial ports. We provide suggestions to strengthen port navigation safety.

The development of a seamless vertical reference surface is accompanied by a number of challenges pertinent to the availability, volume and uncertainty of bathymetric and topographic data. Data uncertainty, which is by far the most difficult to deal with, is attributed to various sources of errors including those of geodetic and hydrographic origin. The uncertainties in the geodetic measurements originate mainly from the limitations in the geodetic technique employed, i.e. terrestrial or space. Old nautical charts and topographic maps were based on terrestrial techniques, which are far less accurate than modern space techniques. In addition, the distribution of the positioning uncertainty is not expected to follow a consistent pattern across the chart (map). This is mainly due to the inconsistent datum distortion as well as the discrepancies in the measuring techniques in the subsequent chart (map) versions. The existing paper (and digitized) charts in many areas of the world were also based on old hydrographic surveying methods, for example the lead-line, which are far less accurate than modern techniques such as multibeam echo-sounding surveys. This creates inconsistent depth uncertainty across the chart. As uncertainties are propagated into the estimated transformation parameters, estimated positions and their covariance matrix, it is of utmost importance that they are properly modelled. This paper addresses the issue of uncertainty in hydrographic data and suggests ways to account for it.

This paper describes the complexity of the Baltic archipelago, and the navigational and operational processes involved in piloting these waters. This four year ethnographic study shows how piloting is learned, performed, and passed on to the next generation of pilots. The blend of new technology and old methods is discussed, the indivisibility of working and learning, and the individuality of the mental constructs of the mariners/pilots.

This study examines the way in which attention is allocated by watchkeepers on fishing vessels and identifies differences in the approach displayed by individuals with different levels of training and experience. A method of analysing the way in which attention is allocated on a sample of UK fishing vessels is described. It was found that both skippers and mates allocated disproportionate amounts of attention to fishfinding equipment at certain stages of the fishing trip, while crewmen were heavily reliant upon the track plotter both while fishing and on passage. Those with more training and experience appeared to treat the array of navigation and control components as an integrated system, while untrained crewmen dealt with each aspect in isolation.

This paper presents a practical application of the probabilistic-fuzzy method for assessment of the safety of a ship manoeuvring in waterways. The method, based on probabilistic risk analysis and elements of fuzzy logic, takes into account situations of threatened navigational safety and situations when a navigator intuitively thinks that the safety of manoeuvring ship is threatened. The probability of grounding a ship manoeuvring in a waterway bend is determined by means of simulation method. Then, with the use of experts' knowledge and tools of fuzzy logic the probability of a dangerous situation is determined. Two different approaches are applied for the determination of that probability. The results are compared.

This paper details the current status of the development of an ‘automatic’ low-cost system based on wireless communications technology to provide continuous tracking of the location of devices in all environments. This task requires a multi-disciplinary approach combining communications systems design, digital signal processing to extract ranges and, importantly, approaches from the field of geodesy to develop novel network positioning techniques for ad-hoc networks. Such a network will support a number of services relevant to crime management where seamless tracking is required. The paper discusses the process for developing the system, christened intelligent pervasive location tracking (iPLOT), with a particular reference to user and system requirements, and how these have been used to explore a network positioning strategy.

The upcoming GNSS Galileo, with its new satellite geometry and frequency plan, will not only bring many benefits for navigation and positioning but also help to improve ionosphere delay estimation. This paper investigates ionosphere estimation with Galileo and compares it with the results from GPS-only and combined GPS-Galileo. The standard deviation of the Vertical Total Electron Content (VTEC) at a certain location can improve significantly by 40 per cent. Various Galileo configurations are considered to assess the differences in frequency plan and signals to be used. The IGS network, which is involved in producing the current IGS Global Ionosphere Map (GIM) is used in the simulation for more realistic results. A more accurate GIM will in its turn improve navigation and positioning performance.

Satellite velocity determination using the broadcast ephemeris is discussed and it is pointed out that the conventional rotation matrix method involves a complicated process of computation. This paper proposes an alternative method using a simple differentiator to derive satellite Earth-Centred-Earth-Fixed (ECEF) velocity from the ECEF satellite positions that are calculated using the standard ICD-GPS-200 algorithm. The proposed algorithm simplifies the velocity transformation procedure, and therefore provides a good alternative. It is demonstrated that ±1 mm/s per axis ECEF satellite velocity is achievable by using the first-order central difference of a Taylor series approximation.

A closed-form formula is also derived for the determination of GPS satellite ECEF acceleration using the broadcast ephemeris. This formula is capable of accuracies better than ±0·1 mm per second squared in each axis. With such a high accuracy of satellite acceleration in real-time, it is possible to detect the line-of-sight range acceleration precisely and as such it is concluded that a GPS receiver can be considered as a precise accelerometer.

The success of the position differential method implies that real-time satellite ECEF velocities can be directly derived through numerical differentiation of the position polynomials. This is desirable for GPS velocity determination applications which require high output rate results in real-time. The derived closed-form formula for GPS satellite ECEF acceleration would benefit those who attempt to use a GPS receiver as an accurate accelerometer in real-time.

This paper presents further research on the SNUGL pseudolite-based navigation system presented in this journal in 2003. This system has centimetre-level accuracy, but has an error source arising from right-hand circularly polarized (RHCP) transmissions, unlike outdoor Global Positioning System (GPS). The GPS satellites and pseudolites use RHCP signals, and the polarization affects carrier-phase measurements according to the Line-of-Sight (LOS) vectors from transmitters to receivers. The RHCP error is eliminated by a double differencing process in outdoor GPS, but the error remains in the pseudolite-based system because the LOS vectors from transmitters to a reference and user receivers are different for the close transmitter constellations. This paper shows the RHCP effect on the pseudolite-based navigation system through simulations and experiments. It then shows the RHCP-compensation method improves the measurement and position accuracy by over 10%.

In this study, a method is presented to maintain real-time positioning at the decimetre-level accuracy during breaks in reception of the measurement corrections from multiple reference stations. The method is implemented at the rover by estimating prediction coefficients of the corrections during normal RTK positioning, and uses these coefficients to predict the corrections when reception of the corrections is temporarily lost. The paper focuses on one segment of this method, the on-the-fly prediction of orbital corrections. Frequently, only a few minutes of data representing short orbit ‘arcs’ are available to the user before losing radio transmission. Thus, it would be hard for the rover to predict the satellite positions using equations of motion. An alternative method is proposed. In this method, GPS orbital corrections are predicted as a time series and are added to the initial positions computed from the broadcast ephemeris to compute relatively accurate satellite positions. Different prediction approaches were investigated. Results show that the double exponential smoothing method and Winters' method can be successfully applied. The latter, however, has a better performance. The impact of the data length used for estimation of the prediction coefficients and the selection of seasonal lengths in Winters' method were investigated and some values were recommended. In general, the method can give orbital correction estimation accuracy of less than 5 cm after 15 minutes of prediction. This will result in a positioning accuracy better than 5 cm.

The standards for CSTDMA Class B AIS will shortly be published by the International Electrotechnical Commission and equipment will become available during 2006. The perceived benefits that Class B brings to leisure craft users and its relatively low cost will make it attractive in the market place. A rapid take-up of Class B use can therefore be expected. This paper considers the impact that increased use of Class B will have on users of Class A AIS that are compulsorily fitted to larger vessels to meet the requirements of the International Maritime Organization Safety of Life at Sea convention. The CSTDMA Class B system has been designed to prevent overloading of the AIS VHF data link. This is briefly reviewed but there are a number of other aspects that need to be considered. These include: the increased garbling of Class B messages compared to those of Class A; the problems accruing from the low update rate of Class B information; the increase in display information that will need to be managed; and the possible increase in inappropriate manoeuvres of leisure craft caused by misplaced reliance on AIS. As a result of the investigation the paper highlights the fact that Class B users must not assume that their own presence, in the form of Class B transmissions, will be particularly visible on the bridge of many SOLAS vessels. This will continue to be the case for many years into the future, until such vessels are mandated to carry radar with AIS target overlay capability.

In order to avoid a collision it has clearly been proved that for most seafarers there exists a set of possible situations known as head-on, crossing and overtaking, while ignoring in a general way the behaviour they should carry out when their vessel is in conditions of restricted visibility. It is obvious that the existence of two different manoeuvre methods in relation to the prevailing visibility confuses the navigator. But there is still more. With the arrival of AIS, the present wording of paragraph d) of Rule 19 leaves the seafarer in a state of total uncertainty when deciding the appropriate manoeuvre, so its amendment must be dealt with as a maximum priority. The following paper tries to find a solution to the dilemma, even though this does not imply a radical change in the general conception that a mariner may have of collision avoidance.

The aviation-shipping analogy cannot be used as an argument for a decrease in the need for maritime pilotage. The increasing complexity and upsizing of modern ships, in combination with a vast variety in ship types, economic maximisation, crewing and technical standards, lead to marginal ship operations that require specialist knowledge and skill. On the other hand, modern commercial aircraft have very standardised equipment and operating procedures and they approach and land at airports which also use standard radio-navigation aids and procedures.