Maritime piracy represents a significant international challenge, impacting both economic stability and political dynamics. Researchers from diverse disciplines have been drawn to this multifaceted issue, each aiming to understand and address different aspects of piracy’s impact and implications. This study offers a comprehensive overview of maritime piracy research based on bibliographic analysis. Its objective is threefold. First, to delineate the key domains of inquiry within maritime piracy research. These domains encompass a wide range of topics, including the socio-economic drivers of piracy, the legal frameworks governing maritime security, and computer science to analyse piracy acts. Second, to identify major contributions in the field, recognising seminal works, influential authors and significant findings related to maritime piracy. Lastly, to discern emerging research trends within maritime piracy, and to identify novel areas of inquiry, innovative methodologies and promising avenues for future exploration. Furthermore, the most popular datasets from these studies that include relevant information are presented in this work.

This research investigated the potential improvement of IVR on procedural practical knowledge in maritime safety education in a lifeboat case study. Participants were divided into three groups: a VR, control and VR+ group. A practical test exam with a real lifeboat was conducted to evaluate the differences in number of students passed/failed and overall performances in the execution of lifeboat launching procedures between groups. There was no evidence that the VR students had a higher success rate than students in the control group in correctly and safely performing a lifeboat drill. However, VR students’ overall performances on procedural correctness were significantly better than those of the control group, despite that the VR students never practiced with a physical lifeboat. Given the importance of safety in the maritime industry, it is worthwhile to further investigate to what extent IVR can provide a solution to the current limitations in maritime safety education.

Maritime navigation in low visibility presents a significant challenge, jeopardising seafarers’ situational awareness and escalating collision risks. This study introduces a maritime head-up display (mHUD) to address this issue. The mHUD, a 2-m diameter aluminium ring with dual rows of LEDs, enhances visibility for autonomous ships in adverse conditions on ship bridges and remote operating centres (ROCs). Displaying various modes such as shallow waters, land, lighthouses, beacons, buoys and maritime traffic, the mHUD was evaluated in a ship bridge simulator by 12 navigation students. Results revealed that the mHUD substantially improved situational awareness, proving more efficient and effective than navigating without it in poor visibility conditions. Participants found the mHUD easy to learn and expressed willingness to use it in real-world situations. The study highlights the mHUD’s potential to enhance situational awareness on ship bridges and ROCs for autonomous ships, while suggesting potential enhancements to increase usability and user satisfaction.

Terrain-aided navigation with a three-dimensional (3D) map has both high accuracy and high reliability, which is crucial for applications in the global navigation satellite system (GNSS)-denied scenarios. In this paper, a new terrain matching algorithm with 3D Zernike moments (3D ZMs) is proposed. The redundant items in the even-order 3D ZMs are analysed in theory. The 3D ZMs are also correlated with the standard deviations of terrain further to identify the redundant items. The new 3D ZM descriptors are proposed for the feature vector of the matching algorithm by excluding the redundant items from the descriptors. The simulation results demonstrate that the algorithm with the revised descriptors achieves a higher matching success rate than both that with the existing descriptors and that with the odd-order descriptors under the same conditions.

With increased global navigation satellite system (GNSS) signals and degraded observation environments, the correctness of ambiguity resolution is disturbed, causing unexpected real-time kinematic (RTK) positioning solutions. This paper presents an improved fault detection and exclusion (FDE) method based on the generalized least squares (GLS) model. The correlated GLS model is constructed by regarding double-differencing (DD) integer ambiguities as the known parameters. Meanwhile, the validity of residuals as crucial components of fault detection could be enhanced by the iterative re-weighted least squares (IRLS) method rather than the least squares (LS) without robustness. A static test with artificial faults and a dynamic test with natural faults were carried out, respectively. By analyzing test statistics of the enhanced FDE algorithm and comparing its positioning errors with those from the classical LS, it is shown that our method can provide high-precision and high-reliability RTK solutions facing wrong DD fixed ambiguities due to observation faults.

Global Navigation Satellite System (GNSS) positioning accuracy is challenged due to abnormal signals in harsh environments. This study proposes an approach for multiple and mixed abnormal measurement processing in multi-GNSS positioning and navigation based on the resilient a priori innovation and posterior residual (PR) for harsh environments. Specifically, first, both static and kinematic processing modes are considered when calculating the innovation vector (IV). Second, observations are classified and abnormal measurements are eliminated based on the different observation accuracies of different GNSS systems within the resilient IV method. Finally, the resilient PR method considers the total number of redundant observations. Compared with the traditional IV and PR method, the RIP method improves the positioning accuracy by approximately 30.2% and 58.0% in static experimental datasets No. 1 and No. 2, respectively. In the kinematic experiment, it improves the ambiguity success rate and positioning accuracy by approximately 41.5% and 86.7%, respectively.

This paper studies the probability of active navigational error events for use in ship–bridge allision risk analysis. To estimate the probability of these kinds of events, accident databases, incident reports and AIS data were studied; the case studies herein cover 6 years and 15 bridges in Scandinavia. The main findings of this paper show that there is great variation in the probability of ship–bridge allision due to active navigational errors, and it is not recommended to use the currently common practice of 2% uniform distribution of the number of ship passages on all bridges. Another important finding is that the probability of a ship striking a bridge due to the error type Wrong Course at a Turning point is not uniform along the length of the bridge, but is only likely to occur in a cone formation from the last turning point.

This research employs an enhanced Polar Operation Limit Assessment Risk Indexing System (POLARIS) and multi-scale empirical analysis methods to quantitatively evaluate the risks in icy region navigation. It emphasises the significant influence of spatial effects and external environmental factors on maritime accidents. Findings reveal that geographical location, environmental and ice conditions are crucial contributors to accidents. The models indicate that an increase in ports, traffic volume and sea ice density directly correlates with higher accident rates. Additionally, a novel risk estimation model is introduced, offering a more accurate and conservative assessment than current standards. This research enriches the understanding of maritime accidents in icy regions, and provides a robust framework for different navigation stages and conditions. The proposed strategies and model can effectively assist shipping companies in route planning and risk management to enhance maritime safety in icy regions.

Vessel collision risk estimation is crucial in navigation manoeuvres, route planning, risk control, safety management and forewarning issues. The interaction possibility is a good method to quantify the near-miss collision risks of multi-ships. Current models, however, are mostly concerned about the movements in an unrestricted isotropic travel environment or network environment. This article simultaneously addresses these issues by developing a novel environment–kinetic compound space–time prism to capture potential spatial–temporal interactions of multi-ships in constrained dynamic environments. The approach could significantly reduce the overestimation of the individual vessel’s potential travel area and the interaction possibility of encountering vessels in restricted water. The proposed environmental–kinetical compound space–time prism (EKC-STP)-based method enables identifying where and when multi-ships possibly interacted in the constraint water area, as well as how the interaction possibility pattern changed from day to day. The collision risk evaluation results were validated through comparison with other methods. The full picture of hierarchical collision risk distribution in port areas is determined and could be employed to provide quantifiable references for efficient and practical anti-collision measures establishment.

The transport industry of Ukraine is an integral part of its economy. According to the National Transport Strategy of Ukraine, a critical strategic goal is to enhance transport safety. Currently, there is a gap in mobile devices capable of automatically measuring slopes and evenness of both runways and road surfaces in two coordinates. This paper addresses the creation of new methods for assessing longitudinal and transverse slopes using micromechanical systems. The study highlights international experiences, presents practical applications and proposes strategies for overcoming implementation challenges. A detailed roadmap for deployment and further improvements is provided.

A quadrotor unmanned aerial vehicle (UAV) must achieve desired flight missions despite internal uncertainties and external disturbances. This paper proposes an adaptive trajectory tracking control method that attenuates unknown uncertainties and disturbances. Although the quadrotor is underactuated, a fully actuated controller is designed using backstepping control. To avoid repeated derivatives of control inputs, a dynamic surface method introduces a filter and auxiliary controller. Lyapunov criteria guide adaptive laws for tuning controller gain and filters. A low-power observer is integrated for state estimation. Additionally, a disturbance observer is developed and combined with the control scheme to handle unknown disturbances. Simulations on a DJI F450 quadrotor demonstrate that the proposed control algorithm offers strong trajectory-tracking performance and system stability under multiple uncertainties and external disturbances during flight.

Augmented reality (AR) is a technology designed to display three-dimensional virtual elements in a real environment. This technology could reduce the cognitive load of marine operators by simplifying information interpretation. However, field tests often reveal qualitative reports of inaccurately projected virtual elements. To address this issue, we present a theoretical model to quantify the error between virtual projections and their observed positions. Numerical simulations, using normal random variables, indicate agreement between the predicted model variance and the error’s standard deviation. Furthermore, a real navigation experiment is conducted where observed errors are inferior to corresponding estimates for error bounds, further indicating the model’s adequacy. The proposed model enables real-time error estimation, system performance prediction and the specification of accuracy requirements. Overall, this study aims to contribute to the systematic definition of accuracy standards for AR-based maritime navigational assistance.

The Plane or Plain Scale is a navigational device that dates back to the early 1600s but has long since ceased to be used in practice. It could perform the function of a protractor and be used to solve problems in plane trigonometry. In addition, coupled with a suite of remarkable geometric constructions based on stereographic projection, the Plane Scale could efficiently solve problems in spherical trigonometry and hence navigation on a sphere. The methods used seem today to be largely unknown. This paper describes the Plane Scale and how it was used.

Aviation employees operate in a dynamic, complex safety-critical system that is filled with uncertainty, requiring quick and correct expert decision-making. The purpose of this study is to investigate the decision-making indicators among aviation employees. Fifty-five technical engineers and air traffic controllers participated in this study by completing the Cambridge Gambling Task (CGT) at one of Iran’s airports. The CGT provides one of the most reliable and widely used decision-making assessment tasks and related indicators, including decision-making quality, risk-taking, delay aversion, deliberation time, risk adjustment and overall bet ratio. Higher risk adjustment, less deliberation time, and a lower delay aversion index resulted in better decision-making quality. Higher risk-taking does not necessarily mean lower self-control. No significant differences were observed between the studied groups, including between air traffic controllers (both Ground and Tower vs. RADAR and Approach) and between air traffic controllers and technical engineers in the CGT performance. The decision-making quality increased with age and work experience, which has important implications for training and selection processes.

The optimisation of inter-island transportation systems constitutes a critical determinant of regional economic development and the efficacy of mobility infrastructure. This study presents a comparative analysis of passenger mode selection between short-sea shipping (SSS) and road transport alternatives through stated preference surveys conducted via anonymised questionnaires. Employing advanced discrete choice modelling techniques – specifically the multinomial logit (MNL), random parameter logit (RPL) and latent class (LC) frameworks – we quantitatively disentangle the complex determinants influencing modal preferences. Our systematic sensitivity analysis reveals distinct behavioural patterns: passengers opting for SSS prioritise journey convenience, whereas road transport users exhibit stronger cost sensitivity. These findings provide actionable insights for formulating evidence-based policies to enhance intermodal transportation networks in the Zhoushan Archipelago of China. Beyond its immediate geographical focus, this research contributes methodological innovations by applying finite mixture models to capture unobserved heterogeneity in maritime transport decisions. The framework demonstrates significant transferability potential for island territories globally and urban freight corridor optimisation challenges, particularly in contexts requiring trade-off analyses between maritime efficiency and terrestrial logistics constraints.

The Singapore Strait, as one of the busiest shipping waterways in the world, contains two chokepoints of the Straits of Malacca and Singapore. With an increasing number of large-sized ships passing through the Singapore Strait in recent years, its traffic capacity has undoubtedly been affected significantly. Therefore, this study aims to assess the traffic capacity of the Singapore Strait under various mixed vessel compositions including different vessel types, vessel sizes and traffic volumes. A ship domain-based method for the estimation of the strait capacity and its variance is derived by using the minimum distance to collision among various vessel types. Then, based on the Automatic Identification System data, the strait capacity and its variances are quantitatively estimated for the two chokepoints of this waterway. Our results confirm that the strait capacity is decreasing with an increasing proportion of large-sized ships. It is also found that this traffic capacity is directly affected by the width of the strait, the size, the composition and the speed of the ships.

Global Navigation Satellite Systems (GNSS) positioning and integrity monitoring models and algorithms currently generically assume that measurement errors follow a Gaussian distribution. As this is not always the case, there is a trade-off affecting system safety and availability, emphasising the need for better error characterisation in mission-critical applications. Research to date has shown advantages of Generalised Extreme Value (GEV) distribution for mapping extreme events. However, it is more complex than the Gaussian distribution, especially in the error convolution process. This paper derives a distribution, referred to as the GEV-based Gaussian distribution, that benefits from the advantages of both the GEV and Gaussian distributions in mapping extreme events and simplicity, respectively. The proposed distribution is tested against Gaussian, GEV and Generalised t distribution. The results show that the proposed distribution can provide a better bound for extreme events than the tested distribution both for pseudorange and carrier phase errors.

Three-dimensional mapping-aided (3DMA) Global Navigation Satellite System (GNSS) positioning improves the positioning in urban canyons for non-precision GNSS receivers. However, the 3DMA GNSS algorithms often produce a multimodal position solution, and simply taking the average of these modes reduces accuracy. A further problem, named ‘solution shifting’, is the effect of large numbers of low-scoring candidates shifting the overall position solution away from high-scoring regions. This study uses a clustering method to separate the different modes and exclude low-scoring regions from the position solution. Factor graph optimisation (FGO) is then used to integrate clustered 3DMA GNSS position and GNSS Doppler measurements or estimated velocity over multiple epochs. Positioning performance is assessed using data collected in London. The results show that the clustering method can successfully mitigate the multimodal effect, and integrating the FGO can mitigate the occurrence of multimodality and solution shifting. Static experiments in London achieve an RMSE of approximately 10 m for FGO 3DMA GNSS with clustering and 11 m without clustering.

Automatic Identification System (AIS) provides estimated position time along with reception time and a time stamp at the receiving station; however, the exact position estimation time remains unidentified. Therefore, this study examines the extent of positional error when using current AIS reception time. As a result, a maximum positional error of 116.9 m was observed between AIS and RTK-GPS (Real-Time Kinematic GPS). Subsequent time correction reduced this error to less than 10 m, with the product of ship speed and correction time nearly matching the error pre-correction. Consequently, it was concluded that transmitting position estimation time is essential for maintaining the reliability of Position Accuracy transmitted by AIS or VHF Data Exchange System (VDES). Furthermore, VDES may possess the communication capacity to transmit and receive vessel attitude data. Therefore, to assess the required transmission frequency, the data transmission period of roll and pitch attitude data was analysed through the mutual correlation of acceleration and angular velocity. The results indicated that the correlation coefficient for each axis exceeded 0.65 at frequencies of 0.5 Hz or higher.

The question arises when developing and testing Unmanned Surface Vessel (USV) Manoeuvring Autonomy (MA): ‘is the performance we are seeing in our current on-water tests better than that of the last autonomy software version we deployed?’ An approach to answer this question is inspired by educators’ rubrics, in which a teacher grades a student’s work to objective criteria and then sums the individual criteria to determine the student’s overall grade. Here, individual metrics are used to evaluate a USV manoeuvring within range of another vessel. A weighted average is then applied to determine the overall score. With that objective performance value now obtained, similar manoeuvring tests can be compared between autonomy software versions to determine if the autonomy under development is progressively improving. This paper does not determine the threshold score needed to establish that a USV is safe to operate; thresholding of sufficient performance is recommended for future study.