bluuebunny/crossref_metadata_2025 huggingface dataset:
Audit of management of periorbital cellulitis and abscess in a district general hospital and a tertiary referral centre, in line with published guidelines
Authors: Dhillon N , Jones N , Fergie N
Published: January 2010

Objective:

To audit the management of periorbital cellulitis or abscess, in line with guidelines published in 2004, within a district general hospital and a tertiary referral centre.

Method:

Retrospective audit analysing 58 cases at a district general hospital and 61 cases at a tertiary referral centre, encountered since 2004.

Results:

At the tertiary referral centre, 22 patients were diagnosed with pre-septal cellulitis and discharged, as were 20 cases at the district general hospital. At the tertiary referral centre, 95 per cent of patients were correctly seen by an ophthalmologist and 82 per cent by a senior ENT surgeon, compared with 63 and 39 per cent, respectively, at the district general hospital. In both centres, one patient did not receive a computed tomography scan where this was indicated. Despite the need for twice daily monitoring of ophthalmological criteria, both sites lacked 100 per cent compliance. At the tertiary referral centre, 76 per cent of patients were correctly treated with intravenous antibiotics, compared with 68 per cent at the district general hospital.

Conclusion:

At both sites, adherence to guidelines was suboptimal. Management may be improved through improved education and online information support.
Astrology as Political Propaganda: Humanist Responses to the Turkish Threat in Early-Sixteenth-Century Vienna
Authors: Hayton Darin
Published: January 2010

Emperor Maximilian I spared no expense or eff ort to ensure that he would be remembered the way that he wanted to be remembered. Th roughout his reign he concentrated on his image, crafting it to suit his political and dynastic goals. He justifi ed his efforts by claiming that, “Whoever prepares no memorial for himself during his lifetime has none after his death, and that same person will be forgotten along with the sound of the bell that tolls his passing. And so the money I spend on my memorial is not lost; rather, to spare expense on my memorial is to suppress my future reputation. For what I do not produce toward my own memorial during my lifetime will not be celebrated after my death by you or anybody else.” A key aspect of the emperor's memorial was his patronage of and skill in astrology. The image of Maximilian as patron and student of astrology was one of his own making. In his autobiographical writings, Maximilian emphasized his efforts to learn and practice astrology. His personal secretary and adviser, Joseph Grünpeck, who worked on early draft s of the emperor's autobiography and wrote a biography of Maximilian, consistently portrayed the emperor as an avid and gift ed student of astrology. In the biography, which he dedicated to Emperor Charles V, Grünpeck recounted Maximilian's enjoyment in reading astrological and astronomical literature, especially Ptolemy. Not long after Maximilian died, Johannes Schöner praised the emperor for his efforts in astrology and numbered him among the most important patrons of astrology. Toward the end of the sixteenThcentury, Henry Ranzovius, in his history of great patrons of astrology, singled out Maximilian and labeled him a lover of the art.
The Development of Habsburg Policy in Hungary and theEinrichtungswerkof Cardinal Kollonich, 1683–90
Authors: Hodson Brian A.
Published: January 2010

Historians interested in Habsburg policy in Hungary at the end of the seventeenth century have long focused their attention on theEinrichtungswerk des Königreichs Ungarn, a reform program drawn up under the direction of Cardinal Leopold Kollonich in 1688–89. Like a small number of similar “essential” documents—here the 1627 Verneuerte Landesordnung for Bohemia and the Pragmatic Sanction of 1723 spring to mind—the oft-asserted signifi cance of theEinrichtungswerkhas long overshadowed the document itself: although most historians studying the Habsburg Empire know of Kollonich's plan, few actually know very much about it. Instead of a realistic appraisal of its actual provenance and place in the historical development of Habsburg policy, the document—or rather its impression—has been applied as an open-ended description of the ambitions of the imperial court. In the words of Austrian historian Oswald Redlich, Kollonich's plan for Hungary was fully “characteristic of the outlook and spirit of the Vienna ruling circles” at the end of the seventeenth century, and as such provides a reliable guide to imperial policy. Hungarian historians have turned to theEinrichtungswerkas a source from which to divine the Habsburgs' intentions toward Hungary—debating whether its proposed measures refl ect a genuine “anti-Magyar” spirit or only an antipathy toward the Hungarian nobles. It is carefully regarded as reflecting a genuine and largely missed opportunity for change, full of meaning for the future development of the kingdom.
Illness and Death in the Era of Neoabsolutism: New Perspectives on Liberal-Catholic Conflict from 1850s Upper Austria
Authors: Vögler Max H.
Published: January 2010

On 8 March 1849, Upper Austria's first liberal governor, Alois Fischer, stood on the balcony of the Rathaus in Linz's market square and proclaimed the closing of the democratically elected Austrian Reichstag in Kremsier. The newly crowned emperor, Francis Joseph, had written in the proclamation that Fischer now read to the crowd that the Reichstag delegates took too long in their deliberations, wasting time on “dangerous theoretical discussions.” Their labors had become redundant, and the emperor would decree his own constitution. After reciting the imperial proclamation, Fischer retired to the side and let his assistant read out the new constitution. Named after its principal architect, Minister of the Interior Franz Stadion, the new “Stadion” constitution was mildly liberal, although, unlike its unfinished predecessor, it was wholly unambiguous when it came to the monarch: his powers were immense and—the document made sure to point out—derived from God, not from the people. In practice, the constitution was mostly ignored. Fittingly perhaps, those assembled in front of the Rathaus that day could barely make out what was being said. As one participant described the scene, the wind was so strong “that our neighbors disappeared in the dust.” The return of absolutist government thus came to Linz unintelligibly, wrapped in a dense cloud of dust.
Liberal Reason and the Culture of theSommerfrische
Authors: Coen Deborah R.
Published: January 2010

Fin-de-siècle Vienna continues to supply historians and the general public alike with a paradigm of the modernist subversion of rationality. From the birth of the unconscious, to the artistic expression of feral sexuality, to the surge of populist politics, Vienna 1900 stands as the turning point when a nineteenth-century ideal of rationality gave way to a twentieth-century fascination with subjectivity. In fact, we know little as yet about what rationality really meant to those to whom we attribute its undoing. Allan Janik writes that today the “‘big’ questions about Viennese culture” center on “just how ‘rational’ developments there have been,” and to answer these questions, Janik argues, we need research on the history of natural science in Austria. Indeed, as Steven Beller notes, the topic of science has been “strangely absent” from the animated discussions of fin-de-siècle Vienna over the past three decades.
The Austrian State Treaty and the International Decision Making Process in 1955
Authors: Stourzh Gerald
Published: January 2010

In January 1954, the French embassy in Vienna reported to Paris a conversation between Chancellor Julius Raab and a politician from western Austria concerning the State Treaty. Raab is reported to have said: “I'll swallow everything.”—“Ich fresse alles.”

Two questions arise immediately. First: Why was Raab ready to “swallow everything” in order to get the State Treaty? Second: What was this “everything” that Raab was ready to swallow?

To the fi rst question. Th e principal aim of Austria's eff orts to obtain the State Treaty was the termination of four-power control and the withdrawal of the occupation troops from Austria— especially, it needs to be stressed, the withdrawal of Soviet forces. We are used to referring to the “allied” occupation of Austria, yet the “Allies” of World War II had not been allies for some time, at least since 1947–48, and certainly not in 1954 or 1955—even if they cooperated correctly in the “Allied Council.” In terms of military strategy, I deem it useful to speak of the “East-West occupation” of Austria because, de facto, the occupation forces had become part of the two military power agglomerations that had come into being in the course of the Cold War. A secret instruction from the British Foreign Office in 1951 noted that, in peace time, the forces of the Western allies in Austria were not under NATO command; in case of war, however, they would be part of the NATO forces. Since military planning in times of peace obviously prepares for the case of war, it is easy to see that the independence from NATO of the Western occupation forces in Austria has to be taken with a grain of salt.
Creating the Academy: historical discourse and the shape of community in the Old Academy
Authors: Watts Edward
Published: January 2010

The Old Academy developed in an unplanned fashion and, as its structure evolved, changes in leadership and institutional culture were mirrored by shifting Academic historical traditions. As the Old Academy became an institution that presented a systematized philosophy, its leadership placed increased emphasis upon traditions about Plato and other Academic leaders that illustrated the power and practical application of this Academic teaching. This suggests a conscious attempt by the scholarchs of the Old Academy to craft a distinctive institutional identity centred as much upon the character and exemplary lifestyle of its leadership as upon its specific doctrinal teaching.
Memnon on the siege of Heraclea Pontica by Prusias I and the war between the kingdoms of Bithynia and Pergamum
Authors: Dmitriev Sviatoslav
Published: January 2010

This article argues against the traditional dating of the attack of Prusias I of Bithynia on Heraclea Pontica to the 190s, that is to the time before the Apamean settlement (188). The following re-examination of the only surviving literary source to refer directly to this event (Photius’ excerpts of the history of Heraclea Pontica by Memnon), together with relevant information from several other literary and inscriptional texts, allows us to connect the attack of Prusias with the war between the Bithynian and Pergamene kingdoms, which would then be dated toc. 184–183. The other major conclusion presented is that this war had no direct relation to the outcome of the Apamean settlement, as has been the majority opinion.
A new monograph by Aristarchus?
Authors: Schroeder Chad Matthew
Published: January 2010

This article argues that the Homeric scholia preserve the title of a lost monograph by the second-century BC Alexandrian scholar Aristarchus on the date of Hesiod's life. Apparent references to the contents of this monograph occur in the Homeric as well as the Hesiodic scholia, and demonstrate that Aristarchus compared the works of the two poets and concluded that Hesiod had lived sometime near 700 BC.
Pronomos and Potamon: two pipers and two epigrams
Authors: Wilson Peter
Published: January 2010

Although he was one of the most famous musicians of Classical antiquity, the pipe-player (auletes) Pronomos of Thebes has never attracted serious scholarly attention in his own right. This contribution seeks to address this neglect by attempting to establish a basic chronological framework for his life. In doing so, it introduces a new item of evidence, the inscribed funerary monument of one Potamon of Thebes, a contemporary and colleague of Pronomos in the art ofauletike. A close relationship is shown to exist between the epigram on this funerary monument, found in Athens, and that which accompanied the statue on the Thebanakropolis, erected in honour of Pronomos.
Parodic inconsistency: some problems in theBatrakhomyomakhia
Authors: Kelly Adrian
Published: January 2010

This article argues that several problems of character identification in theBatrakhomyomakhiashould be considered not as matters of textual criticism, to be solved by emendation, excision or transposition, but as authentic features of the poem's parodic engagement with the text of Homer and its scholarship. This engagement comprises another reason for considering the Hellenistic period as the most likelyterminus post quemfor the poem.
Radar and Sea-Sense
Authors: Wylie F. J.
Published: January 2010

This paper was presented by Captain Wylie, in Boston in October 1954, at a meeting of the (U.S.) Radio Technical Commission for Marine Services, with whose kind permission it is here reproduced. The paper was one of a series which discussed whether further additions to radar could help reduce the number of collisions at sea. Captain Wylie made clear that the views he expressed were not necessarily those of the British shipping industry.
Estimating the Nearest Approach with Radar
Authors: Topley Hugh
Published: January 2010

The preliminary to the Steering and Sailing Rules state: ‘Risk of collision can, when circumstances permit, be ascertained by carefully watching the compass bearing of an approaching vessel. If the bearing does not appreciably change, such risk shall be deemed to exist.’ What is to be taken as ‘appreciable’ when considering a change of bearing is not defined, but the watchkeeper at sea in clear weather has his accumulated experience to call upon and no difficulty is normally encountered in deciding on the degree of risk, except in the case of using radar in thick weather, when the watchkeeper has not the benefit of long experience. The purpose of this note is to consider the conditions under which the nearest approach can be estimated and to determine the accuracy of the estimate.
Ephemeris Time
Authors: Sadler D. H.
Published: January 2010

A New measure of time, Ephemeris Time, has recently been introduced by astronomers. The purpose of this short article is to explain briefly why this has been necessary and how it will affect navigation.
A Radar Plotter
Authors: Wylie F. J.
Published: January 2010

An illustration of a plotting aid having two bearing-scales was included in my note on ‘Radar and the Compass Bearing’ in Volume VII, No. 2, page 201. This instrument was a prototype from which that now illustrated as Fig. 1 has emerged.
Home-made Hydrography
Authors: Hilder Brett
Published: January 2010

This paper sets out to describe some of the ways in which merchant seamen may make useful sketch surveys of anchorages, coastlines or even whole islands, so as to improve the official charts, plans and sailing directions in areas which lack complete surveys by naval surveyors. These areas in fact include hundreds of miles of coastline, and hundreds of square miles of water where the depths are dangerously uncertain. The paper also describes some unorthodox uses of the official charts and, finally, attempts to show the usefulness of these improvements. All the work described has been done in the south-west Pacific, among the islands of Melanesia, where good surveys are few, and the gaps are filled in with scraps of early surveys.
Wind Derivation from Vertical Photographs
Authors: Hurst G. W.
Published: January 2010

A series of overlapping photographs taken from a aircraft flying straight and level can be used to indicate the strength and direction of the wind, by noting the displacement on successive prints of the centre of the photograph, which is assumed to represent accurately the position of the aircraft at the time the photograph was taken. The method has the advantage that an almost continuous record of the wind can be obtained; it can be used over virtually any ground surface (though not over the sea) and the results of a long flight can be fairly easily and rapidly assessed. No detailed identification of the ground on a map need be made.
Navigating on the Spheroid
Authors: Tyrrell A. J. R.
Published: January 2010

It seems unfortunate that with the great advances made in modem navigation, the elementary and basic problems have been left unstandardized, incomplete and to a certain extent misleading, causing needless confusion to the student.
The Place of Navigation in Modern Air Transport
Authors: Majendie A. M. A.
Published: January 2010

When, last year, you elected me to be your President, you placed upon me the duty of delivering before the Institute the tenth Presidential Address. My predecessors in this office have been men of considerable scientific and administrative distinction, able to talk with authority in their respective fields of learning. I, however, come before you mainly as a practitioner of air navigation, the first such to be your President, concerned with the practical business of ‘how to get there’ in an imperfect, and only partly understood, world, rather than with the elegant demonstrations of a theoretical technology. The duty of preparing a Presidential Address, though onerous, has its compensations. It is the one occasion in the Institute's year when a speaker has the right to stand up before you, and to muse and speculate on controversial matters, rather than to present an account of completed work. A recent writer speculating on the future growth of air transport took as his motto: ‘Behold the turtle—she advances only by sticking her neck out’. This is true not only of turtles, but exemplifies the spirit which is needed to meet the challenge of the future: it is in such a spirit that I offer this Address.
The International Geophysical Year
Authors: Jones Harold Spencer
Published: January 2010

In 1874, the Austrian arctic scientist, Weyprecht, on his return from an Austro-Hungarian polar expedition stated that, though many countries had sent expeditions into the polar regions at great expense and involving appreciable hazards to those participating, no important contributions to knowledge had resulted from them. They had done a certain amount of mapping and obtained a few meteorological observations but the primary object had been, as a matter of national prestige, to plant the flag nearer to the Pole than had been reached before. In his opinion what was needed for the advancement of knowledge about the polar regions was that nations should collaborate in sending expeditions to various parts of the arctic region to make observations throughout the whole of one year. Largely because of his persistent advocacy of this view, the value of the proposal came to be recognized, and as a result the enterprise known as the First International Polar Year was developed. A number of countries combined to send expeditions to establish observing stations at selected points in the arctic region to make observations throughout the year 1882–3 in meteorology and geomagnetism and also of the aurora. The observations made during this Polar Year contributed appreciably to knowledge of geomagnetism and of meteorology.
I—Notes on the History of Ballooning
Authors: Gibbs-Smith C. H.
Published: January 2010

The invention of the balloon was almost a casual affair, unrelated to other contemporary inventions and unheralded by prior developments. The hot-air balloon could have been invented at any time since the mastery of thin textile manufacture, which can be dated well before the Christian era. The hydrogen balloon could not have come about until after Cavendish had isolated the gas in 1766. As it finally turned out, both types of balloon were invented in the year 1783.
Aircraft Performance Standards
Authors: Lee H. L. , Gwin M.
Published: January 2010

In his Presidential Address, Captain A. M. A. Majendie emphasizes the value of the Institute in preserving the essential link between theory and practice. Particularly in aviation there is a risk that the ingenuity of the designer will lose value unless it is directly associated with the practical work of the operator. As airborne equipment becomes more complex, the operator cannot hope to grasp more than the fundamentals of much of the theory behind it, and his criticisms must perforce be tentative and somewhat uncertain.
I—Interception and Collision Theory
Authors: Anderson E. W.
Published: January 2010

The object of this paper is to compare modern interception theory with the better known classical concepts. We shall examine the curve of pursuit, the classical straight-line interception and the modern theory of proportional navigation.
IV—Avoidance by Manœuvre
Authors: Robb E. M.
Published: January 2010

In clear weather, many of us have used the curve of pursuit to avoid a vessel converging from well out on the starboard bow. We have said ‘Starboard’ and followed that order with ‘Head straight at her and report when you have regained course’. Convenient and safe though this technique may be in clear weather it can hardly be recommended for use with radar in fog. Apart from anything else, the other ship may have radar and may also take action as the distance between the two ships decreases. The slowly changing nature of our course would make it well nigh impossible for own ship's radar plotter to determine what action the other ship was taking, and might easily lead to disaster.
V–A New Plotting Aid
Authors: Sadler D. H.
Published: January 2010

A simple device to assist the graphical solution of problems involving relative motion is described, in the hope that it may contribute something to the interpretation of radar plotting.

Introduction. Basic requirements from a radar plot are:

(a) the speed and course of the other ship;

(b) an appreciation of the effect of a change of course or speed; and

(c) a ready determination of the change of course or speed to produce a required effect.
‘The Haven Finding Art’
Authors: Richey M. W.
Published: January 2010

People often think that early seafarers must have clung to the coast, but there is plenty of evidence that from the earliest times seamen have not only ventured out of sight of land but have conducted regular passages across the open sea. No doubt, however, landmarks did provide the earliest aid to navigation and in the eastern Mediterranean where the science was born, ships would not have been out of sight of land for more than a day or two.
An Inertial Drift Meter
Authors: Byerly Robert W.
Published: January 2010

The suggestion in this note is the result of reading D. E. Adams's paper on inertial navigation (this Journal, 9, 249) and Captain Maya's paper on dead reckoning (this Journal, 10, 84).
Electronic Solutions to the Collision Problem at Sea
Authors: Freisleben H. C. , Schnegelsberg L.
Published: January 2010

As a result of the war, radar instruments developed in one particular way, namely as relative-motion instruments, which is only one of a number of possibilities. The relative-motion display is above all a position-finding aid; it places own ship in the centre of the screen in exactly the same way as the human eye has its position in the centre of the circle formed by the horizon.
Errors in Radar Navigation
Authors: Stuland Tor
Published: January 2010

The value of plotting radar observations at sea has often been emphasized and some knowledge of the errors to be expected will be of use to the navigator. Small random errorsare always present in radar observations. Under certain conditions, particularly when ships are approaching end-on, even a correct interpretation of the observations can lead to a misinterpretation of the situation. The Steering Rules are operative only when vessels are in sight of one another, since if it cannot be assumed that there is a mutual understanding of the situation there can be no mutual rules of conduct.
A One-Body Fix
Authors: Sadler D. H. , Scott W. A.
Published: January 2010

In U.S. Naval Institute Proceedings for June 1957 (page 680), Captain P. V. H. Weems and Captain R. E. Jasperson outline a method for finding a position by observing one celestial body only. The principle of the method is to use the observed rate of change of altitude, together with the observed altitude itself, to solve directly for latitude and hour angle, and thus to obtain the position. The authors point out that the parallactic angle, C (the angle at the observed body), in the usual navigational spherical triangle is obtainable from:

sin C = sec (declination) × rate of change of altitude with hour angle.
The Accuracy of Astronomical Observations at Sea
Authors: Sharpey-Schafer J. M.
Published: January 2010

The statistical analysis in the Institute Working Party's report on the accuracy of astronomical observations at sea (this Journal, 10, 223) is a fine piece of work for which we should all be most grateful to Mr. Sadler and the staff of H.M. Nautical Almanac Office. Indeed it is perhaps not out of place to recall the traditions by which the Royal Observatory supported by the Government of the day has always helped navigation, and to express gratitude to the Astronomer Royal for permitting and encouraging the work.
The Effect of Blunders on Collision Risk Calculations
Authors: Parker J. B.
Published: January 2010

One method of controlling aircraft is to assign each a given track, the distance between successive tracks being sufficiently great to ensure that the collision risk is very low. Most approaches to the problem of stipulating what this spacing should be, assume that the possible divergences of an aircraft about its preassigned path follow a Gaussian distribution with a standard deviation obtained by considering all the usual sources of navigational error (e.g. compass error and fixing error) together with meteorological errors due to inaccuracies in forecasting.
Some Loran Accuracy Contours
Authors: Namikawa Y. , Hasegawa K.
Published: January 2010

Contours of constant probability density have been calculated for Loran systems in different service areas, and from these some ‘Loran navigational charts’, which indicate to the navigator the best two pairs of stations to select, are drawn up. The constant probability density contours are shown in Figs 1–6 (a) and the Loran navigational charts are given in Figs 1–6 (b). The areas covered are: Fig. 1. Japan and the adjacent seas; Fig. 2. NW. Pacific; Fig. 3. Hawaii; Fig. 4. N. Pacific; Fig. 5. NW. Atlantic; Fig. 6. N. Atlantic.
Lewis Morris—an Early Welsh Hydrographer
Authors: Robinson A. H. W.
Published: January 2010

During the period prior to the formation of an independent surveying service as part of the Royal Navy, the making of hydrographic surveys was a haphazard affair often dictated by circumstances rather than as part of a well ordered and integrated scheme. Ordinary serving officers of the Navy were encouraged as part of their duties to obtain information relating to depths, sea-marks, time of tides, setting of the currents, &c.; especially when on a foreign station. In home waters, although the same directive applied, the Admiralty authorities also sought to improve the standard of charting by helping, and in some cases commissioning, private individuals to carry out hydrographic surveys of various parts of the coast. The valuable contribution made by these ‘amateurs’ is shown by the number of charts they produced, particularly during the first half of the eighteenth century. Although the printed charts have survived as a tangible record of their labours, little is known of the methods they employed and the difficulties that confronted them. In the case of Lewis Morris, however, the fact that he was an antiquary, literary scholar, philologist and mineralogist and attained greater fame in fields other than surveying, has meant that a considerable amount of his manuscript material has survived.1 From a surveying standpoint this material includes a number of letters and memoranda sent by Morris to the Admiralty and other interested persons, the original manuscript plans of his survey of the Welsh Coast and a rough survey notebook in which he jotted down his observations while out in the field. The latter is probably unique as, for obvious reasons, field notebooks are inevitably destroyed as the finished product emerges. It is thus possible to obtain a well documented and comprehensive picture of the way in which a zealous individual like Morris set about the stupendous task of surveying hundreds of miles of coastline and inshore waters in the interests of safer navigation.
IV—The Design of a Radar Simulator
Authors: Tenger P.
Published: January 2010

The purpose of this note is to indicate how the design of radar simulators can be adapted to meet the requirements of navigational radar uses. The simulator can be roughly divided into four sections:

(1) Control Units, which determine the initial parameters of the target and afford a means of adjusting the rate of change of these parameters.

(2) Computers, which determine the range, bearing and elevation of the target from the base.

(3) Pulse production and video shaping circuits.

(4) Aerial rotation simulation.
‘The Effective Use of Airspace’
Authors: Richardson F. C. , Fraser D. O. , Dickie E. J.
Published: January 2010

The following contributions are selected from contributions to the discussion on Wing Commander E. J. Dickie's paper ‘The Effective Use of Airspace’. The paper was presented at an Institute meeting held in the Royal Geographical Society's house on 21 March, and is printed in the last number of the Journal.

I remember on many occasions in my Service experience undertaking cross-country flights with a large number of other aircraft flying along exactly the same route at almost precisely the same time. These were usually navigation training flights and, therefore, to some extent the errors which arose might not be held to be representative of what one would expect to happen to seasoned airline operators. Nevertheless, it was a commonplace to find on such occasions, very shortly after taking off, that all aircraft became so scattered as often to disappear from each other's view completely. And yet, at each turning point and again at the destination they all arrived at the same time. I am sure that there is something to learn from this particular aspect of flight along identical or parallel tracks. I do not think a simple fore-and-aft radar indicator would provide the safety in flight which we are anxious to establish. I believe that a secondary radar, giving an all-round horizontal view, would probably go a long way to meet the stated requirement; although, of course, only one giving a spherical view could give 100 per cent safety. Even with pilots who can see exactly where they are going, along clearly defined tracks over country abounding in natural navigational aids, it is true to say that the really effective variable is the track and not the timing. This lateral scatter is due to inaccurate steering data and to the many other inaccuracies affecting the actual path of an aircraft through the air, quite apart from wind-finding errors. Even with the best primary navigational aids, tracks cannot be flown with absolute precision. It follows that collisions are at least as likely to arise from errors of track as from errors of timing. So I would suggest that what we really need is a secondary radar which will give us an all-round horizontal view and I think that we must not delude ourselves into thinking that even the finest primary navigation aid will provide an accuracy in the air by which all aircraft proceeding along one route will remain only fore-and-aft of each other.
Loran Accuracy Diagrams for Four-station Fixes
Authors: Hasegawa K.
Published: January 2010

The idea of portraying the accuracy of a navigational system by means of contours is very old and was first introduced to readers of this Journal by Jessell and Trow. Later writers, Sameshima, Namikawa and Hasegawa, have published accuracy contours for Loran chains. This note is a further contribution in this direction and its aim is to investigate what sort of accuracy can be achieved by marrying a position line from one chain with a position line from another.

N. Sameshima has studied the accuracy contours arising from a hyperbolic system where position lines are obtained from two pairs of stations, each pair having one station, the master station, in common. Y. Namikawa and K. Hasegawa, in a later article, constructed accuracy contours for a number of Loran chains, mainly in the Pacific, but also in the Atlantic areas. This article discusses the more difficult case where fixes are obtained through using pairs with no common station, and indicates what improvement may be expected through introducing a fourth station in a number of selected instances.
The Air Traffic Control Problem
Authors: Southall A. W. , Peppitt T. F.
Published: January 2010

On page 240 of the April Journal, Wing Commander Dickie pointed out that in traffic control as we know it today, it is ground-speed and not air-speed that really matters. As he says, it is not possible for the pilot to maintain a constant ground-speed and it is for this reason that I suggest the concept whereby individual aircraft maintain constant power which, in the short term, must give constant air-speed. Slight changes in power will maintain a planned traffic pattern on any one route at any one height. Individual speeds will of course be different, and overtaking will have to be arranged by divergencies of track or height.
Non-military Navigation by Satellites
Authors: Moody Alton. B.
Published: January 2010

The Transit navigation satellite system, scheduled to become operational in the near future, has been publicized sufficiently for its main features to be rather well known. The excellent article by Dr. R. B. Kershner and Dr. R. R. Newton in the April 1962 issue of thisJournalprovides a particularly thorough description of the system. In the same issue, Dr. H. C. Freiesleben gives a clear summary of the principal alternative solutions to the navigation satellite problem.
The Statistics of Collisions at Sea
Authors: Wylie F. J. , Deacon D
Published: January 2010

However misleading statistics may be, they often make an interesting study and those of marine collisions are no exception. In Volume 13 of thisJournal, page 430, some figures were given for collisions in fog with radar, which permitted the conclusion that, in North-west European waters in 1959, each day of fog produced 1·2 collisions. Up to and including 1959 this figure was not rising significantly.
Doppler Control of Climb and Descent
Authors: Harley G. D.
Published: January 2010

It is now more than thirteen years since experimental work first started in Australia on controlled height/distance paths using radar distance and barometric height. At that time, however, the effectiveness of such a system was limited since no suitable altimeter with an electrical output existed, and since the number of radio beacons in existence was much smaller than at present. With the advent of more suitable altimeters, and now that distance measuring equipment (DME) is mandatory for all passenger carrying aircraft in Australia, work has been resumed and further trials have recently been carried out.
Integrated Navigation
Authors: Ramsayer Karl
Published: January 2010

Each navigational aid has its advantages and disadvantages and for that reason the optimum aid will be a combination of several aids. The best way of combining the aids seems to be by means of an automatic dead reckoning computer which continuously computes position from true air-speed and wind-speed and other data which can be fed into the existing navigational aids by means of a data transformer. Data from the integrated system can be transmitted by data link to air traffic control to correct the flight programme, &c. This paper, which was presented at Dusseldorf at the German Navigation Society's meeting (5–7 June 1962), surveys the field of integrated navigation systems and describes a number of possibilities. Formulae are derived for the accuracy of Vortac and D.R. and Vortac and doppler. It is published with the kind permission of the German Navigation Society.

If we look critically at the navigational aids which are available today we find that all have advantages and disadvantages, and that no one aid can be claimed to be suitable for all purposes. This situation will still exist for many years. Therefore it seems very advantageous to combine the available navigational aids to form an integrated navigation system in such a way that the possibilities may be fully utilized.
The Ground in the Western Approaches
Authors: Cotter Charles H.
Published: January 2010

Judging from what is written in early Sailing Directions and navigation manuals it would appear that seamen of North-west Europe laid great store in their knowledge of the nature of the bottom in the seas in which they traded. And indeed, even at the present time, mariners are provided (although they may seldom use it) with fairly detailed information about the sea-bed, designedly to assist them in pilotage. A navigator may read, for example, that:

‘The bottom in the Western Approaches appears to consist, mainly of fine or coarse sand, a great deal of broken shell, occasional patches of pebble, gravel, small stones, and, now and then, mud. The sand is mostly white, but in numerous places yellow sand and also black specks are met with…. The greater proportion of yellow sand is found to lie southwards of 49°30′ N and the far larger portion of black specks northwards of that line. This peculiarity is so marked, especially between 9°40′ and 7°30′ W that the mariner running eastwards, and supposing his vessel to be to the southwards of this parallel, should certainly suspect his having been set northwards of his reckoning if the soundings disclose this mixture of black specks to any great extent and with any frequency.’
A Method for Predicting the Number of Near Mid-air Collisions in a Defined Airspace
Authors: May G. T. A.
Published: January 2010

In the design and analysis of air traffic control systems the considerations which lead to the adoption of a particular route and control structure in a given airspace are partially governed by the traffic demands between given points within the area concerned. When air traffic control plans are being developed for use in a particular area, it is of prime importance to know where the main A.T.C. problems lie and to concentrate planning effort in these parts of the system. The development of routing and control procedures should take into account the degree of risk associated with any particular route structure. In the case of near mid-air collisions (NMAC's) or collisions, quantitative prediction of the risk involved is difficult. In this paper a simple theoretical method for predicting the number of NMAC's for a particular route structure is given. Such a method has been used practically for determining the amount of control required for a particular off-airways area and to help determine the optimum control procedures for air traffic planning in that area.
Dover Strait Routing
Authors: Munday G. L.
Published: January 2010

As a serving ship-master I have made many voyages in an 18,000-ton deadweight tanker (and an occasional trip in 50,000 tons) through the Dover Strait to Continental and U.K. ports. I should like to supplement Commandant L. Oudet's article on the ‘Reversal of the Traffic Flow in the Dover Strait” with a few comments from my own experience.
The Case for Revision of Routing
Authors: Harrison W. L. S.
Published: January 2010

On page 533 of the October 1970 issue of the Journal (23, 4), the following passage appears:

‘At a recent meeting of the Safety of Navigation Committee of the Board of Trade, those present were advised by the Mercantile Marine Service Association that they had independently circulated a simple form of the present plan and the proposed reversal of routing to some 2300 Masters of their Association. Of the 500 replies received at that time, two-thirds supported the plan for reversal’
A Comparison of Two Systems for Avoiding Collision
Authors: Calvert E. S.
Published: January 2010

In the last number of the Journal (14, 243) Hollingdale showed mathematically that anticollision manoeuvres for the case of two craft moving in a plane can be formulated on a rigorous logical basis; and that a simple set of manoeuvres could be devised to meet all the geometrical requirements for anti-collision. The convention adopted was that each craft should manoeuvre so that if the other craft stood-on, the sight-line (the line joining the two craft) would always rotate in an anti-clockwise direction. The analysis showed that, mathematically, this was the complete and only answer to the basic problem.

The author of the present paper compares systems, such as that represented by the Collision Regulations and the Rules of the Air, based on onus to avoid, with a system based on a convention as to the direction of rotation of the sight-line. The first type of system, he holds, is defective for visual sightings and almost useless for radar sightings. The system put forward in the paper can be applied to both visual and radar sightings whether unilateral or bilateral by orientating a simple diagram with own course. A means of inter-communication is desirable but even without it such a system can, the author believes, safely be employed in the greater proportion of encounters.

The collision problem as a whole is beset by operational factors which are entirely distinct from the geometry of the situation, and for that reason no purely mathematical approach can, in isolation, be entirely valid. Nevertheless, there can be no doubt that studies such as the present one, based on a proper understanding of the geometry, can contribute greatly to the solution of this most pressing problem of navigation.
The Characteristic Phases of Marine Lights
Authors: Oudet L.
Published: January 2010

A Signal from a marine light is the oldest and simplest of the means available to the navigator for determining his position: so old, indeed, that one may well wonder whether anything can still be added to our knowledge of it, and so simple that one may question, too, whether anything is to be gained by seeking to perfect it while such vast fields of inquiry still await imaginative scientific research. However, like all human activities, navigation is caught up in a rapid evolutionary process which calls for an adaptation of time-honoured methods to new conditions of operation. Moreover, whatever advantages modern methods of position-finding may offer, the marine light will always have one great advantage that cannot be replaced, that of being directly perceptible to the human eye. It is well worth our while, then, to have a look at any defects in the present system of marine lights and see how they may be put right.
Some Oceanography from the Past
Authors: Carruthers J. N.
Published: January 2010

Lucretius, in the century before Christ, was by no means the first wise man to ponder and seek to explain the apparent mystery in this biblical citation, and he is but one of a great company of ancients whose recorded sayings are a delight to all who love the sea. We shall come back to Lucretius.
The Sextant and Precision Celestial Navigation
Authors: Cotter C. H.
Published: January 2010

Whereas it is doubtless true that the two largest contributions to the errors of sights at sea are those referred to by Mr. Sadler in his Prefatory Note to Captain H. H. Shufeldt's paper on Precision Celestial Navigation Experiments, it cannot, I think, be gainsaid that the principal avoidable error in sights is due to faulty use of the sextant, especially in respect of collimation error.
Waves and Ships
Authors: Deacon G. E. R.
Published: January 2010

One of the most general topics mentioned in discussion at the Institute's lectures, in its Technical Committee, and during meetings with other Institutes, is the extent to which automation can help in navigation; and it seems rather unfortunate that the question should so often be examined purely from the viewpoint of whether it will reduce the cost of performing a certain function, perhaps by saving a man or two. It would surely be more profitable to see whether it will, even at considerable expense, enable somewhat better performance and lead to further advances: not by supplanting human enthusiasm and endeavour, but by supplementing them with new and powerful tools. The advantage will be marginal at first though probably significant in keen competition, and soon amounting to the difference between success and failure.
Air Traffic Control Capacities at Sydney Kingsford Smith (Mascot) Airport and Controller Saturation Levels
Authors: Chandler G. A.
Published: January 2010

In this paper air traffic control capacities at Sydney Kingsford Smith (Mascot) Airport are determined for the three most heavily loaded air traffic sections of the A.T.C. organization. Controller saturation levels are then found and maximum desirable traffic volumes estimated. The influence of various airspace restrictions is shown.
Is the Gaussian Distribution Normal?
Authors: Anderson E. W.
Published: January 2010

It has been said that the mathematician accepts the gaussian distribution because he believes it to be supported in practice, and the practical man accepts it because he believes it has a sound mathematical foundation. Presumably it is for such reasons that the gaussian distribution is known as the ‘normal’ distribution and ‘probability paper’ has scales specially distorted so that a gaussian distribution will appear as a straight line.
The Operation of Mammoth Tankers
Authors: Katayama I.
Published: January 2010

In this paper Mr. Katayama of the Idemitsu Tanker Company describes some of the advantages and problems of operating mammoth tankers. The size of average tanker tonnage over the past seven years has increased from 33,000 to 55,000. The paper first of all discusses the economic advantages of large tankers and then describes the limiting factors to size, both from a shipbuilding and operating point of view. The handling and manœuvring characteristics of the Nissho-maru, the world's largest tanker which is operated by the author's company, are then described, and finally some navigational details of the passages made by this ship are given.
Navigation System Requirements for Supersonic Transport
Authors: Polhemus W. L.
Published: January 2010

This paper, based on an earlier one presented at the Eastbourne Convention in May 1964, discusses certain aspects of S.S.T. performance and its bearing on the design of the air navigation system and on the air traffic control system. The requirement is established for a navigation system capable of directing the S.S.T. at minimum economic penalty and within the limits imposed by air traffic control and sonic boom considerations. The system should also be able to determine estimated time of arrival, fuel remaining, and altitude for any randomly chosen point along the flight path; to derive the time of arrival at a particular altitude and, for a selected time of arrival at a chosen position and altitude, give the deceleration and other necessary command information.
A New Airborne Doppler Radar
Authors: Okada Minoru , Tamiya Jun
Published: January 2010

Many airborne doppler radars in use at present work with several beams in fixed directions and a pair of beams switched in sequence. In this paper, which was presented at the convention held in Dusseldorf in May 1961 (Journal, 14, 480), a new type of doppler radar is described in which a single beam is rotated around the vertical axis with a uniform angular velocity, keeping the depression angle constant. With this type of radar, combined with certain circuits in the transmitter-receiver, the frequency tracker and the data stabilizer, it is possible to measure the velocity of positive as well as negative values (including zero); it also allows easier functioning of data-stabilization. Further, a small and lightweight radar system may be constructed in this manner. This type of doppler radar is considered to be of particular use for small, low-speed aircraft.