Human activities in the Arctic regions have been increasing in recent years due to the impacts of climate change, such as Arctic Sea ice decline. For example, there has been an increase in Arctic shipping routes. A robust navigation system with a high positioning accuracy is required when traversing the extremely challenging Arctic environment to ensure the safety of human activities. However, the high–precision GNSS navigation and the positioning method, e.g., real–time kinematic (RTK), is not available in the polar regions due to the accessibility issues of the required infrastructures. On the other hand, the International GNSS Service (IGS) enables real–time applications; additionally, quick and convenient satellite communication systems are also available. This offers the possibility of real–time precise point positioning (RT–PPP) with multi–GNSS for high-precision navigation in the Arctic. In our paper, we analyzed the performance of multi–GNSS RT–PPP in the Arctic Northeast Passage (NEP), highlighting the following contributions: First, a GNSS device is installed on the M/V TIANHUI, which passed through the NEP from 10 September to 20 September 2019; Second, we quantitatively evaluated the collected GNSS signals in terms of the maximum satellite elevations, number of visible satellites (NSAT), position dilution of precision (PDOP) values, signal–to–noise ratio (SNR), and multipath errors. Third, we evaluated the accuracy of the CLK93 real–time products compared with the Deutsches GeoForschungsZentrum (GFZ) final products GBM. Finally, we carried out experiments for both single– (SF) and dual–frequency (DF) RT–PPP in the NEP during the 11–day testing period. Our experimental results show that meter–level positioning accuracy can be achieved with SF RT–PPP, while the DF RT–PPP model reaches sub–decimeter values and even centimeter–level accuracy. In addition, using the multi–GNSS method, we showed that the average RMS values of DF RT–PPP in the horizontal and vertical directions are 0.080 m and 0.057 m, respectively, demonstrating an improvement of approximately 70% over single–GPS solutions.

This paper presents a Compact Integrated Water–Land Survey System (CIWS), which combines a remote sensing camera and a LiDAR module, and proposes an innovative underwater topography retrieval technique based on this system. This technique utilizes high-precision water depth points obtained from LiDAR measurements as control points, and integrating them with the grayscale values from aerial photogrammetry images to construct a bathymetry retrieval model. This model can achieve large-scale bathymetric retrieval in shallow waters. Calibration of the UAV-mounted LiDAR system was conducted using laboratory and Dongjiang Bay marine calibration fields, with the results showing a laser depth measurement accuracy of up to 10 cm. Experimental tests near Miaowan Island demonstrated the generation of high-precision 3D seabed topographic maps for the South China Sea area using LiDAR depth data and remote sensing images. The study validates the feasibility and accuracy of this integrated scanning method for producing detailed 3D seabed topography models.

The stability of block stones is usually studied based on flat-bottomed condition, while most of time they are used on slant breakwater. Empirical formula computation and physical model test method which are in common use were adopted to research the stability of block stone on a coal-fired electricity station engineering in Indonesia. By means of a 1/40 scale physical model, the critical stable weight of block stones and bottom stones of breakwater is confirmed during different flow dynamic and water level. Additionally, it is demonstrated that the section design of breakwater in the project is reasonable and the determinant standard on the stability of block stone under the current action is put forward. Through practical experiment, this paper verifies the formula shortcomings that don't consider the angular correction and water level in exiting specification. Studies have found that firstly, the calculating results of Technical Code of Regulation Works for Navigation Channel and C.B.И3бaш are close in all formulas. Therefore it should be applied before the test and among the correlated design. Secondly, by comparing the empirical formula and physical model, the last one is recommended in the analogous research.