Long-range visual marine aids to navigation are not required for current marine navigational practices. Therefore, the objective of this study was to develop a minimum luminous range for major lighthouses that are still in existence to sustain the operation of the lighthouses in the future. Two steps were involved in the determination of the minimum luminous range, namely the modification of the existing geographical range formula, and the finding of a strong linear correlation between the light intensity and the luminous range with the lowest gradient possible in a graph. The application of the minimum luminous range would eliminate the loom of light beyond the geographical range of the lighthouse. This approach was applied to seven major lighthouses in Peninsular Malaysia, which resulted in a minimum luminous range of between 12 nm to 14 nm, which was a reduction from the existing range of 18 nm to 25 nm. The validation of the minimum luminous range was performed in two ways; using a Full Mission Ship Simulator (FMSS), and matching the proposed minimum luminous range with the lighting system available. The results of the validation by using the FMSS between the luminous range of 25 nm and 14 nm showed that the light could be sighted and identified at 58.7 nm and 58.6 nm, respectively, which was, therefore, not significant. The validation by matching with the lighting equipment available in the market showed that the eight-tier VLB-44, which has replaced the rotating lighting system in the US since 2008, was highly matched with the proposed minimum luminous range. This further validated the minimum luminous range. The minimum luminous range is sufficient for current navigational uses and may reduce the costs for procuring and maintaining lighting systems, and will be able to sustain the operations of lighthouses in this GNSS age.

New e-navigation strains require new technologies, new infrastructures and new organizational structures on bridge, on shore as well as in the cloud. Suitable engineering and safety/risk assessment methods facilitate these efforts. Understanding maritime transportation as a sociotechnical system allows the application of system-engineering methods. Formal, simulation based and in situ verification and validation of e-navigation technologies are important methods to obtain system safety and reliability. The modelling and simulation toolset HAGGIS provides methods for system specification and formal risk analysis. It provides a modelling framework for processes, fault trees and generic hazard specification and a physical world and maritime traffic simulation system. HAGGIS is accompanied by the physical test bed LABSKAUS which implements a physical test bed. The test bed provides reference ports and waterways in combination with an experimental Vessel Traffic Services (VTS) system and a mobile integrated bridge: This enables in situ experiments for technological evaluation, testing, ground research and demonstration. This paper describes an integrated seamless approach for developing new e-navigation technologies starting with simulation based assessment and ending in physical real world demonstrations.

최근에 개발된 시스템 온칩 프로세서는 통합 성능을 요구하는 작업의 가능성을 제공하였으며, 이러한 작업은 예전에는 우수한 성능을 가진 컴퓨터의 도움만으로 수행 할 수 있는 것이었다. 본 논 문에서는 실제 환경 하에서 자율 이동 장치의 GPS 위치측정을 개선하기 위해 임베디드 영상처리기 법을 활용하는 고급 제어 시스템을 소개한다. 메인 컨트롤 시스템은 Raspberry PI 개발 보드에 통합 된 ARM(SoC.) 아키텍처를 기반으로 한다. 제시한 제어 시스템은 실시간 비디오 캡처, 전력-효율적 이미지 처리 작업, 예를 들어 (임계 값 처리, 이진화, 모션 감지 등) 및 비디오와 같은 스트리밍 결과 이미지를 처리 할 수 있다. GPS 정밀도는 WAAS(EGNOS) 위성을 활용하여 다만 3 미터의 정밀도를 제공 할 수 있다. 제안한 솔루션은 도로와 보도의 경계를 감지하기 위해 GPS 솔루션 및 임베디드 이 미지 처리를 사용한다. 일부 도로나 통로가 길가의 흰색 선을 제공하지 않기 때문에 제시한 알고리 즘은 길가의 흰색 선을 검출하지 않고 보편적인 도로나 보도를 감지한다. 제안한 시스템은 소형 이 동장치에 사용할 수 있다. 예를 들어, 생산 공간 사이의 긴 거리를 가진 중공업 산업 단지에서 부품 수송을 위한 이동장치 등에 사용할 수 있다.

Alternative navigation in underwater environments is essential to prevent accumulating drift error of dead reckoning. In case of using an external positioning system, the installation and management process of the transmission station is cumbersome, and the operation range of underwater vehicle is limited. In order to solve this problem, navigation using geophysical information such as terrain, geomagnetic field and gravity can be used. Unlike the terrain, geomagnetic field and gravity are composed of 3-D information, so continuation process is required. In this paper, we present a integrated navigation algorithm using multiple geophysical information for long-term operation of UUV. The proposed algorithm is verified through numerical simulation in an artificially generated environments. As a result, integrated navigation showed higher navigation accuracy than single alternative navigation.

For indoor mobile robots, the performance of autonomous navigation is affected by a variety of factors. In this paper, we focus on the characteristics of indoor absolute positioning systems. Two commercially available sensor systems are experimentally tested under various conditions. Mobile robot navigation experiments were carried out, and the results show that resultant performance of navigation is highly dependent upon the characteristics of positioning systems. The limitations and characteristics of positioning systems are analyzed from both quantitative and qualitative point of view. On the basis of the analysis, the relationship between the positioning system characteristics and the controller design are presented.