We investigate the long-term performance and improvement of high-rate multiconstellation Global Navigation Satellite System (GNSS) or multi-GNSS attitude determination in a dynamical environment and evaluate how much each GNSS contributes to such an improvement with applications to land vehicle navigation. We build a multiantenna GNSS system with three nondedicated receivers and conduct two experiments with quad-constellations in GNSS-friendly and GNSS-challenged environments on January 19 and 23, 2018, respectively. A high-grade inertial measurement unit (IMU) provides a reference of comparison for dynamic attitude solutions. In the static case, the global positioning system (GPS), BeiDou navigation satellite system (BDS), and GLObal NAvigation Satellite System (GLONASS) single-constellation solutions have basically the same performance for both experiments. In the dynamic case, GPS achieves the best accuracy in the experiment on January 19, while on January 23, GPS and GLONASS achieve very similar accuracy and significantly outperform BDS in the pitch and roll components. The different dynamic performances of these single constellations are primarily attributed to their differences in observation noise level and satellite geometry strength. By combining GPS, BDS, GLONASS, and Galileo, the multi-GNSS solution performs significantly better than any single-constellation solution. The average improvements in the dynamic cases are 26.2%, 40.7%, and 36.0% on January 19 and 19.2%, 30.0%, and 36.2% on January 23 in the yaw, pitch, and roll components, respectively. The attitude solutions on January 19 are always better determined than on January 23 in the dynamic cases, which should clearly indicate the importance of combining multiple GNSS constellations and the benefit of more observed satellites and a stronger satellite geometry in GNSS-challenged environments. We also introduce the concept of “influence rate” and quantitatively analyze the contribution of each GNSS system to the combined attitude solution.

Coastal dams along the Yellow River Delta are built to prevent seawater intrusion. However, land subsidence caused by significant oil, gas and brine extraction, as well as sediment compaction, could exacerbate the flooding effects of sea-level rise and storm surge. In order to evaluate the coastal dam vulnerability, we combined unmanned aerial vehicle (UAV) Light Detection and Ranging (LiDAR) with small baseline subsets (SBAS) interferometric synthetic aperture radar (InSAR) results to generate an accurate coastal dam digital elevation model (DEM) over the next 10, 30 and 80 years. Sea-level simulation was derived from the relative sea-level rise scenarios published by the Intergovernmental Panel on Climate Change (IPCC) and local long-term tide gauge records. Assuming that the current rate of dam vertical deformation and sea-level rise are linear, we then generated different inundation scenarios by the superposition of DEMs and sea-levels at different periods by way of a bathtub model. We found that the overtopping event would likely occur around Year 2050, and the northern part of the dam would lose its protective capability almost entirely by the end of this century. This article provides an alternative cost-effective method for the detection, extraction and monitoring of coastal artificial infrastructure.

The current shear fronts (CSFs) in the East China Sea have been observed during winter in previous studies. In this research, we systematically study characteristics and variation mechanism of the CSFs and its potential effects on the transport of water and suspended sediment and on the inner shelf mud area (ISMA), using the methods of observation data analysis and numerical simulation. The spatial structures, shear intensities, and sea‐land locations of the CSFs are obviously affected by wind, temperature and salinity. The CSFs curve seaward due to the nonuniformity of topography, and the tide causes its periodic and sea‐land shift. The landward U component near the CSFs indicate little cross‐CSF transport (i.e., the barrier effect). The CSFs are important hydrodynamic factors that affect the formation of the ISMA. The periodic shift of the CSFs in the longitudinal direction and its variations in spatial structure are the main mechanisms affecting the spatial distribution and thickness of the ISMA. However, the barrier effect of the CSFs can be interrupted, and both the strong wind in the northeast direction and baroclinic conditions are beneficial for cross‐CSF transport. Furthermore, cross‐CSF transports occur in the upper layers under northwest wind condition, in areas with nonuniformity of topography and during the spring tide period. Three cross‐shelf channels are identified in areas where the CSFs curve seaward resulting from nonuniformity of topography.