According to SBAS concept the user should receive timely the correct information about the system integrity and corrections to the pseudoranges measurements, which leads to better accuracy of coordinates. In theory the whole system is permanently monitored by RIMS stations, so it is impossible to deliver the faulty information to the user. The quality of the system is guaranteed inside the border of the system coverage however in the east part of Poland lower accuracy and availability of the system is still observed. This was the impulse to start an observation and analysis of real accuracy and availability of EGNOS service in the context of support air-operations in local airports and as the supplementation in hydrographic operations on the Polish Exclusive Zone. A registration has been conducted on three PANSA stations situated on airports in Warsaw, Krakow and Rzeszow and on PNA station in Gdynia. Measurements on PANSA stations have been completed permanently during each whole month up to end of September 2011. These stations are established on Septentrio PolaRx2e receivers and have been engaged into EGNOS Data Collection Network performed by EUROCONTROL. The advantage of these registrations is the uniformity of receivers. Apart from these registrations additional measurements in Gdynia have been provided with different receivers, mainly dedicated sea-navigation: CSI Wireless 1, NOVATEL OEMV, Sperry Navistar, Crescent V-100 and R110 as well as Magellan FX420. The main object of analyses was the accuracy and availability of EGNOS service in each point and for different receivers. Accuracy has been analyzed separately for each coordinate. Finally the temporarily and spatial correlations of coordinates, its availability and accuracy has been investigated. The findings prove that present accuracy of EGNOS service is about 1,5m (95%), but availability of the service is controversial. The accuracy of present EGNOS service meets the parameters of APV I and even APV II requirements, as well as any maritime and hydrography needs. However introducing this service into the practice demands better availability, because the gaps in receiving the proper information from the system appear too often and are too long at the moment. Additionally it was noticed very random character of availability and no correlation of this parameter in the different point of observations. In spite the correct EGNOS work the accuracy of the coordinates is not predictable in the local conditions. So in authors' opinion Local Airport Monitoring should be deployed if EGNOS would have to serve to the local airport service.

Undoubtedly, Low-Altitude Unmanned Aerial Vehicles (UAVs) are becoming more common in marine applications. Equipped with a Global Navigation Satellite System (GNSS) Real-Time Kinematic (RTK) receiver for highly accurate positioning, they perform camera and Light Detection and Ranging (LiDAR) measurements. Unfortunately, these measurements may still be subject to large errors-mainly due to the inaccuracy of measurement of the optical axis of the camera or LiDAR sensor. Usually, UAVs use a small and light Inertial Navigation System (INS) with an angle measurement error of up to ${0.5}^{\circ }$ (RMSE). The methodology for spatial orientation angle correction presented in the article allows the reduction of this error even to the level of ${0.01}^{\circ }$ (RMSE). It can be successfully used in coastal and port waters. To determine the corrections, only the Electronic Navigational Chart (ENC) and an image of the coastline are needed.

The article presents a study of the accuracy of estimating the position coordinates of BAUV (Biomimetic Autonomous Underwater Vehicle) by the extended Kalman filter (EKF) method. The fusion of movement parameters measurements and position coordinates fixes was applied. The movement parameters measurements are carried out by on-board navigation devices, while the position coordinates fixes are done by the USBL (Ultra Short Base Line) system. The problem of underwater positioning and the conceptual design of the BAUV navigation system constructed at the Naval Academy (Polish Naval Academy—PNA) are presented in the first part of the paper. The second part consists of description of the evaluation results of positioning accuracy, the genesis of the problem of selecting method for underwater positioning, and the mathematical description of the method of estimating the position coordinates using the EKF method by the fusion of measurements with on-board navigation and measurements obtained with the USBL system. The main part contains a description of experimental research. It consists of a simulation program of navigational parameter measurements carried out during the BAUV passage along the test section. Next, the article covers the determination of position coordinates on the basis of simulated parameters, using EKF and DR methods and the USBL system, which are then subjected to a comparative analysis of accuracy. The final part contains systemic conclusions justifying the desirability of applying the proposed fusion method of navigation parameters for the BAUV positioning.

Nowadays, the most widely used method for estimating location of autonomous vehicles in real time is the use of Global Navigation Satellite Systems (GNSS). However, positioning in urban environments using GNSS is hampered by poor satellite geometry due to signal obstruction created by both man-made and natural features of the urban environment. The presence of obstacles is the reason for the decreased number of observed satellites as well as uncertainty of GNSS positioning. It is possible that in some sections of the vehicle route there might not be enough satellites necessary to fix position. It is common to use software for static GNSS measurement campaign planning, but it is often only able to predict satellite visibility at one point. This article presents a proposal for dynamic GNSS mission planning using a Digital Terrain Model (DTM) and dead reckoning. The methodology and sample results of numerical experiments are also described. They clearly show that proper dynamic GNSS mission planning is necessary in order to complete a task by an autonomous vehicle in an obstructed environment.

Nowadays, we can observe an increase in research on the use of small unmanned autonomous vessel (SUAV) to patrol and guiding critical areas including harbours. The proposal to “snapshot” RAIM (Receiver Autonomous Integrity Monitoring) method for GNSS receivers mounted on SUAV operating in poor space segment geometry is presented in the paper. Existing “snapshot” RAIM methods and algorithms which are used in practical applications have been developed for airborne receivers, thus two main assumptions have been made. The first one is that the geometry of visible satellites is strong. It means that the exclusion of any satellite from the positioning solution don’t cause significant deterioration of Dilution of Precision (DOP) coefficients. The second one is that only one outlier could appear in pseudorange measurements. In case of SUAV operating in harbour these two assumptions cannot be accepted. Because of their small dimensions, GNSS antenna is only a few decimetres above sea level and regular ships, buildings and harbour facilities block and reflect satellite signals. Thus, different approach to “snapshot” RAIM is necessary. The proposal to method based on analyses of allowable maximal separation of positioning sub-solutions with using some information from EGNOS messages is described in the paper. Theoretical assumptions and results of numerical experiments are presented.