bluuebunny/crossref_metadata_2025 huggingface dataset:
Anders Eliasson: Dancer on the Volcano
Authors: Schlüren Christoph
Published: November 2009

The Swedish compser Anders Eliasson is a dancer on the volcano of desperation and in this respect the successor of Allan Pettersson. On the other hand his structures are extremely vital and concentrated, without resorting to lengths dictated by atmosphere. The trembling density and shivering complexity of his elaborated architectonics are always emotionally accessible, and the incessantly contrasting rhythmic obsessions never fall into additive isolation; the tearing, torturing tension is under constant formal control, due to the absolute singlemindedness in focussing harmonic development. Eliasson interweaves merciless terror and lyricism from another world.
The Separation of Traffic at Sea
Authors: Richey M. W.
Published: November 2009

This report was first published in the Journal in 1966 (Vol. 19, p. 411). In its reprinted form it has been abridged by omitting detailed recommendations for the establishment of separation areas and recommended routes in the Baltic, the North Sea, the Dover Strait, and the English Channel to Gibraltar. These recommendations were included in the original section 7. The report is followed by comments from Norman Cockcroft.

In 1961 the Institutes of Navigation in Great Britain and France, with the Deutsche Gesellschaft fur Ortung und Navigation, formed a representative Working Group to go into the question of regulating traffic in converging areas at sea with particular reference to the Dover Strait. The Group's Report, which was published in October 1962, made certain proposals for routing traffic in the area which were accepted, in April 1964, by the Maritime Safety Committee of the Inter-Governmental Maritime Consultative Organization.
Navigation and Strategy in Ocean Racing
Authors: Illingworth J. H.
Published: November 2009

This paper was originally published in Vol. 34 of the Journal (p. 286). In its reprinted form, it has been reduced in length by Robin Payne. It is followed by comments from Stuart Quarrie.

Captain Illingworth's paper was read to an Ordinary Meeting of the Institute held at the Royal Geographical Society on 17 March 1950. Introducing the speaker, the chairman, Captain G. C. Saul, said that Captain Illingworth's name was familiar to anyone who had had any connection with ocean racing, and to most people who were interested in sailing. He was Commodore of the Royal Ocean Racing Club (RORC) and of the Royal Naval Sailing Association, and was a member of the Council of the Yacht Racing Association.

He had had many years' experience of long distance racing and had won his first championship in 1929. In 194; he had won the Sydney—Hobart race in Rani and in 1947 won the Fastnet and the Channel Race in Myth of Malham (Fig. 1). In 1948 he took part in the Bermuda race in Myth of Malham and then sailed back across the Atlantic to compete in the Santander and Belle He races. In the latter race he beat the whole ocean racing fleet boat for boat. In 1949 he again won the Fastnet Cup and also won the points championship over the whole season.
The Display and Use of Navigational Intelligence
Authors: Majendie A. M. A.
Published: November 2009

This paper was the second Presidential Address given by Captain Majendie. It was first published in the Journal in 1958 (Vol. 11, p. 1). It is followed by comments from David Hopkin. For reasons of space, Captain Majendie's paper has been slightly abridged, mainly by omitting a section on the provision of monitoring intelligence.

I have chosen the title of this paper ‘The Display and Use of Navigational Intelligence’, as I believe that our major problems in the future are likely to be as much concerned with the presentation and the use of data, as with its provision.
Non-military Navigation by Satellites
Authors: Moody Alton B.
Published: November 2009

This paper was first published in the Journal in 1963 (Vol. 16, p. 9). It is followed by comments from Brian Kendal.

The Transit satellite navigation 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 this Journal provides 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.
‘Vertical Sextants give Good Sights’
Authors: Richey Michael
Published: November 2009

Mark Dixon suggests (Forum, Vol. 50, 137) that nobody thus far has attempted to quantify the errors from tilt that arise while observing with the marine sextant. The issue in fact, with the related problem of what exactly is the axis about which the sextant is rotated whilst being ‘rocked’ (to define the vertical), was the subject of a lively controversy in the first two volumes of this Journal some fifty years ago. Since the consensus of opinion seems to have been that the maximum error does not necessarily occur at 45 degrees, whereas Dixon's table suggests that it does, some reiteration of the arguments may be in order.
Joseph Needham, CH, FRS, FBA., b. 9 December 1900; d. 24 April 1995. A Sailor's Tribute and a Memoir
Authors: Waters D. W.
Published: November 2009

Sailors, indeed anyone interested in the development of sailing craft, will be for ever indebted to Joseph Needham. Today they will find with ease literature that describes the origins, characteristics, and development of sailing craft in the various regions of the world; the inter-relationships between natural products, and native hull stuctures and forms, sails' fabrics, shapes, and performance. They can learn, too, that the closestowing anchor, the water-tight bulkhead, the balanced rudder (and other features of the modern efficiency-conscious ship constructor) have all been adapted from the millenniaold, so-long-despised by Westerners, Chinese junk, just as has, late in this twentieth century, the stiffened sail of the modern high-performance yacht.
Civil Aviation Application of Navstar
Authors: DeGroot L. E. , Monk D. H. , McElreath M. Y.
Published: November 2009

Collins Government Avionics Division (CGAD) of Rockwell International became involved with the Navstar Global Positioning System (GPS) in 1974. Since that time, the division has accomplished several key milestones in the development of GPS user equipment including the first transatlantic flight of an aircraft using GPS signals.
The Geostar System
Authors: O'Neill G. K.
Published: November 2009

The Geostar satellite navigation system is designed to provide a number of user services through inexpensive terminals (transceivers). The services include precise positioning, location radio (the reporting of position back to a fleet headquarters), digital message transmission both send and receive, and connection to non-Geostar digital communications systems through a single node point. A number of additional user services (terrain and shoreline avoidance, warnings of hazards to navigation, ship or aircraft collision avoidance, emergency location and rescue communications, etc.) are provided relatively inexpensively because all messages and positionings in Geostar flow through a single location where powerful computers are available.
Recent Developments in Marine Simulation
Authors: Paffett J. A. H.
Published: November 2009

This paper, which was presented at an Ordinary Meeting of the Institute held in London on 19 November 1980 with the President in the Chair, first outlines the arguments for simulators for use in training and research. The technical problems encountered in simulating ship behaviour are discussed, and the various engineering approaches which have been used for actual simulator construction are described. An account is given of experience to date with ship simulators in the UK, and the future prospects for marine application of simulator methods are discussed.
The Troublesome Voyage
Authors: Richey Michael
Published: November 2009

The title, the gift of Frank George, derives from The Troublesome Voyage of Captain Edward Fenton, E. G. R. Taylor's masterly edition of narratives relating to one of the less successful of Elizabethan adventures. Fenton's voyage of 1582, to China and Cathay, was a total failure. But the tale endures.
Integrated Navigation under the Sea
Authors: Cardew Marcus St Erme
Published: November 2009

Since the large-scale development of offshore oil installations started in the 1970s the requirements for navigating men and machines around structures and on the sea bed have increased dramatically.

The earliest forms of navigation were by tracking with fish-finding sonar, either directly or with the aid of an acoustic transponder. The sonar would usually be fitted to a surface craft, whose position was found by using one of the commercial navigation systems such as HIFIX. The range and bearing of the object being tracked was then applied to this position. Most of this work was done by hand and the position up-date rate was of the order of minutes. The error of position was the sum of the surface system and tracking system errors and was of the order of at least 10 m.
Dekametric Radar for Surveillance of Sea-state and Oceanic Winds
Authors: Shearman E. D. R. , Wyatt L. R.
Published: November 2009

Radar operating in the dekametric or high frequency band permits the measurement of sea-surface parameters at very much longer ranges than is possible with other techniques: 0–200 km is practical using a coast-located radar and oversea propagation, while 1000–3000 km is achievable using ionospheric reflection from a radar which may be located inland. The paper, which was presented at Oceanology International 1982 at Brighton, discusses the extraction and mapping of wave height, wave period, non-directional spectrum and surface wind parameters from Doppler radar echoes. The techniques are illustrated by the results of the UK ground-wave and sky-wave measurements and computer simulation.
A Sideways-looking Towed Depth-measuring System
Authors: Cloet R. L. , Hurst S. L. , Edwards C. R. , Phillips P. S. , Duncan A. J.
Published: November 2009

A swath sounding system is under development which is capable of being towed from ships of opportunity. The principle on which it is based is an acoustic interferometer to which a vernier has been added to resolve the ambiguity of phase ramp identification. The ‘fish’ is equipped with both rotational and translational attitude sensors, though no attempt is made to stabilize it. This is in the interest of size and hence of both instrumental and deployment economy.

The paper, which was presented at Oceanology International 1982 at Brighton, proposes a novel method to permit replication of the swath depth measurements, and also to provide an independent means of ground scale correction, which may obviate the need to deploy a positioning network for deep-water high-resolution swath surveys.
Communication and the Nautical Chart
Authors: Kerr Adam J. , Anderson Neil M.
Published: November 2009

Various writers have discussed the origins of the nautical chart. In this paper we wish to show how the marine cartographer has responded to developments in navigation and the changing needs of shipping. The development of the chart has been greatly affected by changes in navigational techniques. For example, Portulan charts, with their criss-crossing loxodromes, developed from a need to illustrate the pilots books, called ‘Portulans’ by the Italians. On these were carefully recorded bearings and distances between points of departure and arrival. As the measurement of latitude became established, the graduation of latitude began to appear on charts early in the sixteenth century. Problems developed on longer voyages through the convergence of the meridians which were temporarily overcome by the use of an oblique meridian. In 1569 the solution to this was finally found when Gerardus Mercator published his famous world map, although the general use of this projection did not take place until much later. Charts of the sixteenth century showed considerable detail and even at that early date there were some who questioned the need to show information that was considered redundant. Bourne, writing in 1574, deplored the hydro-graphers' practice of filling vacant spaces of land ‘with so many flagges’ and colouring the compasses ‘with so many colours’ and that instead of wasting their time, they should include tidal information and the elevation of the shore from the sea.
Shipping and the European Environment
Authors: Bièvre Aline De
Published: November 2009

In December 1981 the European Environmental Bureau (EEB) published a Memorandum on Shipping and the Environment, of which the following is a condensed version. Prior to publication, the Memorandum was favourably discussed at a one-day EEB Workshop on Shipping and the Environment, held in London, on 23 October 1981, and attended by representatives of the European Commission, the Marine Environment and Maritime Safety Divisions of the International Maritime Organization and shipping interests. The EEB is an independent, international liaison body which coordinates the activities of some sixty non-governmental environmental organizations operating in all the member States of the European Economic Community (EEC).

The EEB Memorandum intends to put into perspective various recent initiatives by the European Commission aimed at curbing pollution of the sea by ships, as well as improving maritime safety. These initiatives concern the development of a Community information system for marine oil pollution prevention and abatement, together with an advisory committee; the establishment of Port State control; and the adoption of a concerted action project on shore-based maritime navigation aid systems through European Cooperation in the field of Scientific and Technical research (the so-called COST-301 project).

After examining the complementary roles of worldwide and regional arrangements for maritime safety and the prevention of vessel-source pollution, and in particular the distinct but related functions of IMO and EEC in this regard, the EEB Memorandum indicates two major aspects of ship safety and pollution control: the inspection of vessels in port, to ensure compliance with generally agreed safety standards, and offshore vessel traffic management in areas of safety and pollution hazard.
The Development of Electronic Navigation Systems
Authors: O'Sullivan J. P.
Published: November 2009

This paper, which reviews briefly the development of modern maritime electronic navigation aids, was presented at a meeting of the Scottish Branch of the Institute held in Edinburgh on 7 October 1981.

The electronic navigation systems dealt with in this paper are the principal position-fixing aids and the somewhat related computer radar data-processing equipment or Collision Avoidance Systems, inasmuch as these envelop a navigational task. The survey will thus embrace the principal hyperbolic aids – Decca Main Chain and Loran-C; the artificial satellite navigation systems – TRANSIT SATELLITE and NAVSTAR, the Global Positioning System; and the navigational role of collision avoidance systems.
The North Atlantic Organized Track Structure
Authors: Attwooll V. W.
Published: November 2009

The first point to note about the North Atlantic air traffic system is the diurnal pattern of flow. This is strongly tidal, with westbound flow predominant during daylight hours and eastbound flow overnight. There is some traffic which flows against the main stream, particularly during the day, but the strong tendency for one-way traffic results from the difference in local times on opposite sides of the ocean, together with the transit times of flight at current speeds. This means that the general pattern will probably persist, unless and until aircraft speeds change radically.
Magnetic Anomalies as a Reference for Ground-speed and Map-matching Navigation
Authors: Tyrén Carl
Published: November 2009

The Earth's magnetic field has long provided us with a directional reference of almost worldwide usable coverage. This paper examines the use of the magnetic field for ground referenced motion and position measurements

Where E is the vector representation of an electrical field, v vehicle velocity and B a magnetic field, the electromagnetic law of induction, E = v × B, indicates one possibility for measuring ground speed; the magnetic and electrical fields experienced by vehicle mounted sensors being used to solve the equation for v. This method however only gives the component of v perpendicular to the magnetic field. There are also certain difficulties associated with the measurement of B, which should be only the magnetic field of the Earth at the location of the vehicle, and E, which should be only the electrical field resulting from vehicle motion relative to the magnetic field of the Earth. The main problem appears to be the inseparability of motion dependent and non dependent electrical fields, a problem analogous to that of gravitation-acceleration inseparability for inertial navigation systems. The relative magnitudes of the vehicle-motiondependent E-field, of the order of 10−5 (volt/metre)/(metre/second), and the ever-present and very variable non-motion-dependent E-field between a highly conductive atmospheric layer at an altitude of about 50 km and the surface of the Earth, of some 102 volt/metre, are particularly unfavourable. Another potential basis for a ground-speed measurement system is the heterogeneous character of the intensity of the Earth's magnetic field.
From the Bermudas to Lizard
Authors: Richey Michael
Published: November 2009

The voyage from the Bermudas, or Somers Isles, to Lizard became in the seventeenth century, following Richard Norwood's use of it in The Seaman's Practice (1637), the standard example to illustrate the principles of great-circle sailing. The title chosen here suggests an association. Norwood, as a matter of interest, carried out the first survey of the islands, and his measurement of an arc of the meridian, from York to London, led to the re-knotting of the log-line to preserve a sea-mile comprising 60 to a degree.

(This paper was presented at a meeting to celebrate the tenth anniversary of the Solent Branch held in Warsash on 3 December 1981.)
Fresh Evidence on the Fastnet Storm
Authors: Watts Allan
Published: November 2009

In theJournalfor May 1980, Adlard Coles, author ofHeavy Weather Sailingand an Institute Gold Medallist, gave an account of his own investigation into the weather situation which decimated the ocean racing fleet during the Fastnet Race of 1979. Neither the formal report of the Fastnet Race inquiry nor the official meteorological analysis seemed entirely to explain what had happened. Alan Watts, a meteorologist particularly concerned with small craft navigation, from his own analysis of meteorological factors, including the barometric readings of many of the competitors, here suggests an explanation for the particular violence of the seas which was responsible for most of the damage.
Helicopter Operations for Norwegian Offshore Installations
Authors: Forssell B.
Published: November 2009

Before a helicopter takes off from an airport on the Norwegian coast to fly to an offshore installation it is cleared in the usual way and is followed by the air traffic control; even after having left controlled airspace the helicopter gets flight-following and alerting services as long as contact can be kept by vhf radio.

When the helicopter approaches its destination it has to enter the platform area by flying over a certain reference point (e.g. an outer platform, Fig. 1), which is to be passed at an altitude of 500 feet and which uses a special frequency for its non-directional beacon (NDB) transmissions; it can thus be easily recognized. Before the reference point is reached, radio contact between the helicopter pilot and the platform area will have been established so that necessary information can be transferred. The pilot then asks all platforms to turn off their NDB's and his destination platform to turn on its own (all NDB's unless otherwise mentioned use the same frequency).
Course Changes in Winding Channels
Authors: Meurs K.
Published: November 2009

Every navigator is familiar with the sight of two intersecting course lines on a nautical chart. And every navigator knows that no ship can sail through the intersection. To get from one course line to the other the ship has to follow some other line for some time. For small ships this is not important, but for large ships the transitory line and the time sailed on it have gradually become more interesting for several reasons.
The Detection of Course Change by Observing a Ship's Navigation Lights
Authors: Burtenshaw D. , Spencer J.
Published: November 2009

Navigation lights for ships were first regulated in the United Kingdom by a statute introduced in 1848 and revised four years later, since when there have been few changes. Originally the regulations referred to oil-burning lamps fitted to vessels rarely in excess of 400 tons and rarely sailing much above 10 knots. The sheer increase in average size and in speed of typical modern ships, particularly marked over the last four decades, raises the question as to how effective the regulation lights actually are in practice. This question is made more pertinent in view of the other great change in ships, namely their general arrangement: the superstructure may be forward, midships or astern, masts and derricks vary in number, complexity and size. Although the regulations for the positioning of lights are reasonably comprehensive they inevitably leave considerable freedom to the designer because of the variety of superstructure configurations.
An Evaluation of a Radar Display Showing Target Aspect in Colour
Authors: Cook J. F. , Moss W. D. , Crawshaw C. M.
Published: November 2009

An experiment is described in which colour-coded information concerning the aspect of target ships was provided in addition to a relative-motion radar display. This was compared to the normal relative-motion display alone, while a third condition used the normal true-motion display alone. The performance of twenty-one experienced seafarers on six exercises was assessed by five expert judges as an index of display effectiveness. The method of evaluation was found useful and practical, while user reports were shown to be inappropriate. No overall difference between the three displays was found; the reasons for this are discussed and the conclusion is drawn that training is required to gain the benefit of colour in a display.
A Computer Simulation of Multi-Ship Encounters
Authors: Davis P. V. , Dove M. J. , Stockel C. T.
Published: November 2009

In a previous paper a model was outlined for an encounter between two vessels. This paper shows how the model has been developed to include the simulation of the behaviour of more than two ships, the entrance to harbours, and narrow channels.

In a previous paper by the authors the concept of a domain was examined. Goodwin's definition of a domain was used, namely, ‘the effective area around a ship which a navigator would like to keep clear with respect to other ships and stationary objects’. The concept of distinct sectors for sidelights and sternlight was modified mathematically so that an area equal to the total of the segments was contained within a circle. By off-centering the position of the ship within this circle, the weighting of the differing areas for the various sectors was retained (Fig. I). A second circle with the ship off-centre was introduced called an arena or ‘sphere of influence’. When a ship is inside the arena a navigator becomes aware of the other ship and decides what action, if any, is needed to keep his own domain unviolated. This resulted in a model which obeyed the Collision Regulations.
A Method for the Analysis and Processing of Marine Collision Data
Authors: Brok J. F. C. , van der Vet R. P.
Published: November 2009

This paper presents a description of a general method for the evaluation of marine collision risk. The approach differs considerably from existing methods in this area, in that it combines analytical modelling in a special way to analyse historical data. The method makes it possible to find the collision probability of a specific ship in any particular location, taking into account such location factors as area geometry, ship movements and speeds. It also constitutes a basis for worldwide data collection.

In view of the growth of marine traffic and the increase in the transportation of hazardous materials over the past two decades, considerable efforts are being made towards the development of maritime risk evaluation methods, the main objective being the quantification of ship collision probability. The methods developed to date can roughly be subdivided into the following two groups: (a) kinematic models (see for instance refs. 1–6); (b) historical data analysis (see for instance refs. 7–17). It is a well-established fact that most collisions are due to human failures, and it is widely accepted that human behaviour cannot be described well by mathematical formulae. Kinematic models are therefore not recognized as suitable for estimating this probability. Historical data analysis estimates the collision probability as the ratio of the number of observed collisions to the number of ship movements. Probabilities estimated in this way are only correct in a probabilistic sense when the assumption is satisfied that every ship movement has the same probability of collision. This assumption is rarely fulfilled since most ships often pass each other without collision danger. In addition, this approach is often hampered by lack of data for a specific traffic area, while the application of worldwide data cannot be considered realistic. As far as we know, there does not exist a method which can transfer, in a statistically justifiable manner, marine traffic data from one area to another. Moreover, neither of the above-mentioned approaches is appropriate to analyse alternative routes in the same area, or under changing circumstances.
The Gothenburg Traffic Control Area
Authors: Lomberg J. , Burford-Taylor C. , Körner Ing. J.
Published: November 2009

The Swedish National Administration of Shipping and Navigation together with the Port of Gothenburg Authority decided in 1980 that in order to increase the safety level by providing shipping with improved navigational information, a new Vessel Traffic Centre should be introduced. The decision was based upon a number of considerations. The Port of Gothenburg handles 30000 vessels each year, the total volume of cargo being of the order of 22 million tonnes. Taken individually, fully loaded vessels entering the port can exceed 225000 tonnes deadweight with a length overall in excess of 325 metres. The crude oil discharged at Torshamnen, within the Gothenburg port area, supplies over 30 per cent of the oil requirements of the Swedish nation. In addition to the tanker trade, Gothenburg has a large ro-ro/container capacity and the ferries calling at the port carry three and a half million people per annum.
Integration of the European Air Traffic Control Network
Authors: Morleigh S.
Published: November 2009

A large percentage of the air traffic flow in the UK is associated with movement to or from other European countries. It would therefore be unrealistic to consider further development of the UK air traffic control network other than on an inter-European basis, although this would necessarily raise many problems.

Throughout Europe, during the period since the Second World War, the various nation states have developed their individual air traffic control systems based on national centres and extending to the boundaries of their own Flight Information Regions (FIR). The movement of aircraft across the FIR boundaries of neighbouring states is at present governed by a series of bilateral agreements, whilst attempts to reach international agreement on integration of the European ATC system have not as yet met with much success.
A Table of Latitude Parts
Authors: Turner R. J.
Published: November 2009

It is always reassuring to find a kindred spirit thinking along the same lines as oneself. R. Williams's proposal for a table of latitude parts (34, 247) is a reiteration of my paper of twelve years ago (23, 233).

The equations of a rhumb-line track were established by Sadler (9, 371) and it always seemed to me to be a more elegant solution to solve the equations themselves rather than to apply corrections to inaccurate equations, hence the approach suggested in my paper.
Collision Threat Parameters
Authors: Ratcliffe S.
Published: November 2009

Lenart derives boundaries of a Collision Threat Parameters Area (CTPA), which defines the range of velocity and heading which own vessels must not adopt if it wishes to maintain a specified minimum spacing from a given threat. Lenart's treatment of the problem is algebraic, and a geometric demonstration of the validity of the CTPA boundaries may be of interest.

In Fig. 1, O is the position of own vessel. OX and OY are Cartesian axes, fixed in direction as own vessel manoeuvres. T is the position of a threat, whose velocity is represented on the diagram by a line TT´ whose length gives the distance the threat will travel, relative to own vessel's present position, in some time τ, 0·2 hours, say.
Cartography of the Undersea Arctic Region
Authors: Kerr Adam J. , MacDonald W. Kirk
Published: November 2009

This paper, with Dr Lyon's was presented in Paris in November 1983 at an international colloquium organized by the Centre d'Etudes Arctiques of the Centre National de la Recherche Scientifique, by whose kind permission they are here reproduced. The theme of the conference, at which some 35 papers were presented, was the Conquest of the North Pole; the subjects covered included both the history of Arctic exploration and contemporary problems and the future of polar transport, sea and air. Mr Kerr is Director of the Canadian Hydrographic Service's Atlantic Region; both he and his co-author are at the Bedford Institute of Oceanography in Dartmouth.
Air Navigation Systems: Chapter 6. Navigation and the Pioneering Flights: Part I
Authors: Steele Philip
Published: November 2009

This paper is the sixth chapter of a series on the history of air navigation systems which have appeared from time to time in the pages of theJournalsince 1988. Part II of this chapter will appear in the next issue of theJournal.

The author acknowledges the assistance of Bath College of Higher Education and, in particular, Dr Terence Rodgers, The Royal Aeronautical Society, The Royal Air Force Museum, and Philip Saxon of the Royal Air Force Historical Society.
The River Danube: An Examination of Navigation on the River
Authors: Cooper R. W.
Published: November 2009

One of the definitions of Navigation that gets little attention in this Institute is ‘communication by canals and rivers’ (Oxford English Dictionary), and which our French friends call La Navigation. I have always found this subject fascinating, and have previously navigated the Rivers Mekong, Irrawaddy, Hooghly, Indus, Shatt-al-Arab, Savannah and Rhône. During the middle of 1995 I travelled by barge from the North Sea to the Black Sea via the River Rhine, the Rhein—Main—Donau—Kanal (RMDK) and the River Danube, a distance of approximately 4000 km. This voyage has only recently become possible with the opening of the connecting RMDK at the end of 1992, but has been made little use of because of the civil war in the former Yugoslavia.
Collision Risk with High Speed Vessels
Authors: Mills Andrew
Published: November 2009

Following Dag Pike's earlier paper on this subject I would like to discuss some points and address the problems of collision avoidance with High Speed Vessels within the framework of the present International Regulations for the Prevention of Collisions at Sea (COLREGS). Generally, a valid case for limited modifications to the COLREGS may be presented, but they may not be as wanting as suggested by Mr Pike.
‘Columbus's Method of Determining Longitude’
Authors: Pickering Keith A.
Published: November 2009

I am pleased to see that, in light of my critical evaluation, Arne B. Molander has reevaluated a number of points in his analysis, and has revised his proposals of Columbus's alleged use of the Moon for determining his longitude. However, it is disappointing that these latest proposals again do not seem to have been thoroughly considered.

Since it is clear that Columbus's East–West position fixes are not correlated with visible lunar-planetary conjunctions, Mr Molander's latest hypothesis is that Columbus observed a dark-horizon moonrise or moonset near each conjunction – which usually can be done whether or not the conjunction itself is visible. However, it is entirely unclear how such an observation can be converted into a longitude. Reading attentively, we can glean a few details of this process: only a single observation is required, since some positions are computed within a few hours of the purported observation; and Columbus apparently used the Ephemerides of Johann Miiller, since errors in that ephemeris are alleged to have caused errors in the computed longitude. In his 1992 paper, Mr Molander asserted that timing of the conjunction is not required by this method, because Columbus somehow utilizes the Moon's daily topocentric motion. But how this datum is utilized, and in fact all details of the longitude determination itself, are entirely obscure.
Traditional Aids to Navigation: The Next 25 Years
Authors: Turner Neil MacDonald
Published: November 2009

The authors of this paper are the three General Lighthouse Authorities (GLAs) of the United Kingdom and the Republic of Ireland. It was presented on their behalf at the RIN-96 conference by Captain Turner. The paper gives a brief overview of the policy of the GLAs (i.e. the Corporation of Trinity House, the Northern Lighthouse Board and the Commissioners of Irish Lights) regarding the provision of an aids to navigation service with emphasis on the future prospects of traditional aids to navigation over the next 25 years. The three GLAs have recently carried out a consultation exercise on marine aids to navigation into the 21st century. The results of this consultation exercise are discussed. It should be noted that, for clarity, the General Lighthouse Authorities (GLAs) refer to the systems that they provide as ‘aids to navigation’ (AtoN), to differentiate their provision from the equipment carried on board ships for navigational purposes which are referred to by the GLAs as ‘navigational aids’. This paper therefore in the main deals with AtoN.

The coastlines within the GLAs' areas of responsibility rank with the most heavily trafficked and dangerous in the world. The coastlines vary from isolated rocks and the steep, Atlantic coastline, to the low-lying relatively featureless coastline of south-east England, off which are shifting sandbanks and channels. The tidal range in GLA waters is significant and tidal streams can reach 10 knots or more in a number of places.
Air Navigation Systems: Chapter 6. Navigation and the Pioneering Flights Part II
Authors: Steele Philip
Published: November 2009

Part I of this chapter was included in the January 1997 issue of the Journal, Vol. 50, p. 65.

The Smith Brothers, 1919. Captain Ross M. Smith, of the Australian Flying Corps based in Palestine, flew a Handley Page 0/400 late in 1918 on a special flight to Baghdad and beyond, carrying as passenger Major General W. G. H. Salmond, the RAF's Middle East Commander. Flying as co-pilot was Brigadier-General Borton, Commander of the Palestine Brigade. Smith had been flying, in support of Lawrence's forces, another 0/00 which Borton had brought from England.
Navigational Planning in Orienteering
Authors: Murakoshi Shin
Published: November 2009

Navigation is a human activity with the aim being to arrive at a predetermined destination. In order to find the way to the destination, the use of current input from the actual environment while travelling is needed as well as stored and organized knowledge of the local geography. Although the knowledge requirement has been studied extensively in the form of cognitive maps or other spatial representation, few studies deal with how the knowledge is used together with the input from the actual environment while navigating.
A Cryogenic Nuclear Magnetic Resonance Gyroscope
Authors: Potts Susan P. , Preston John
Published: November 2009

Any device having a property which varies as a result of its being rotated in space can, in principle, be used as the primary sensor of an inertial navigation system. A wide range of devices and properties has received attention with this aim in view. The spinning-wheel gyroscope has, to date, proved the most fruitful but a number of ‘exotic’ types of gyro show promise. The discovery that the atomic nucleus can, under certain conditions, behave like a spinning mass gave birth to ideas of a nuclear gyro of some sort. The further discovery that some nuclei possess magnetic properties opened the way to nuclear magnetic resonance and offered a method of communicating with the minute spinning masses.
Marine Traffic Flow and Casualties on the Humber
Authors: Coldwell T. G.
Published: November 2009

In recent years much time and energy has been spent investigating marine traffic flows and casualties in major seaways and rivers around the world. This paper presents data relating to marine traffic from the Humber light-vessel to the Hull Roads (Fig. 3), an intermediate seaway serving a number of small to medium sized ports.
Political Aspects of the Charting of the Seas
Authors: Haile T. C.
Published: November 2009

This paper is an abridgement of the paper presented at an Ordinary meeting of the Institute held in London on 20 February 1980 with Captain G. Dudley in the Chair. Captain T. C. Haile of the School of Navigation, City of London Polytechnic, illustrates some past instances when political issues have involved hydrographic surveys, before discussing the delicacy of position fixing in off-shore oilfields.

The political implications of hydrography can be traced back at least to the close of the fifteenth century, when the great discoveries of the Portuguese, promoted by Prince Henry the Navigator, and the discovery of America by Christopher Columbus brought to a head the rivalry between the two powers for the control of the Spice Islands of the east.
The Estimation of Collision Risk for Marine Traffic
Authors: Cockcroft A. N.
Published: November 2009

In a series of three papers Dr Lewison has described the progressive results of a line of research which may have important applications in the consideration of routing schemes. The first paper described a mathematical model which can predict the number of encounters that would occur between ships of different traffic streams in the absence of avoidance manœuvres. In the second paper the number of potential encounters was calculated from estimates of traffic flow, in a particular area of the Dover Strait, then compared with the number of actual collisions to determine the risk of a ship encounter leading to a collision. The third paper updated these results for the Dover Strait and suggested how estimates of collision risk could be made for other UK coastal areas.
Some Comments on Navigation in the Red Sea
Authors: Cahill R. A.
Published: November 2009

While navigation in the Suez Canal and the Gulf of Suez has been given much study and has attracted considerable comment in recent years there has been comparatively little said about the Red Sea. In view of the very marked increase in traffic in this area and the attendant upsurge of vessels calling at Red Sea ports, particularly Jeddah, more study of the problems of navigating in this body of water would seem warranted.
A Brief Historical Survey of British Navigation Manuals
Authors: Cotter Charles H.
Published: November 2009

The two papers which follow, by the late Captain (and Dr) Charles Cotter, are the last of a number of papers he submitted for publication in the Journal, and which have appeared from time to time. Now that he is no longer with us it seems appropriate that they should be published simultaneously.
A Brief History of Sailing Directions
Authors: Cotter Charles H.
Published: November 2009

Sailing Directions nowadays implies ‘Pilots’, with which all mariners are familiar. However, the term in a broader sense embraces a wide range of printed and descriptive material of help to the seaman. In his paper, which was presented at a meeting of the Solent Branch of the Institute in December 1979, Dr Cotter traces the origins of the publications – pilot books, light lists, tide tables, and indeed charts – which are now available to the navigator. The paper has been abridged.
A Theoretical Framework for Analysis of Lateral Position Errors in VOR Jet-Route Systems
Authors: Hsu D. A.
Published: November 2009

In this paper we investigate the applicability of a second-order differential equation in the physics of mechanical vibration as a model for aircraft lateral position errors obtained from the VOR environment. Navigational interpretations of the parameters in the model are constructed analagous to a vibrating mechanical system. One interesting observation is noted and used to narrow down the potential range of a key parameter. Solutions to the second-order differential equation are described, and the properties and phenomena implied by the model are explained. In extending the theoretical reasoning, we discover phenomena that are embedded in the aggregated data. We also find ways to explain the most salient features of VOR position errors based on the suggested model. Steps required for future empirical confirmation, clarification, and calibration of parameter values are sketched. This paper is only intended as a starting point of a further systematic construction of theory and models useful for the design, evaluation, and regulation of VOR navigation systems.
Computer Model of a Collision-Avoidance System for Air Traffic Control
Authors: Morleigh Sidney
Published: November 2009

Among the major problems encountered in the control of air traffic are those concerned with conflict prediction and resolution. An interesting method by which many of the associated difficulties could probably be overcome would be by employment of a suitable type of computer-controlled Airborne Traffic Situation Display (ATSD). This would operate in a manner similar to that described for the Fully Automated Pilot-Monitored ATC, utilizing information derived from an ATC Centre via ground/air data link.

In addition to the ATSD and the associated digital computer the airborne equipment required for this system includes an electronic data display (EDD) and a bulk storage unit for enabling flight plan and map data to be set up on the relevant display. The ground-based ATC subsystem could automatically provide the pilot with information concerning other air traffic in the vicinity, warning him of any potential conflict situations and advising him of an appropriate evasion manoeuvre. The air traffic data could automatically up-date the back-up information for both the ATSD and the EDD, whilst details of any proposed collision-avoidance manoeuvre could appear on the EDD. The pilot would be able to employ his airborne computing and ATSD system for monitoring the situation. He should therefore be able to confirm the likelihood of a collision, to check the time available before a potential impact and to determine the most suitable manoeuvre for collision avoidance. This manoeuvre will generally agree with that selected by the ground system.
I. The Army Air Corps Requirement
Authors: Eccles Colonel R.
Published: November 2009

The squadrons of the Army Air Corps are intended for deployment with ground troops in the forward battle zone in roles which include reconnaisance, observation, fire direction and, to a limited extent, the movement of men and material. These roles indicate the nature of the navigational requirement.
II.—Marine Traffic in the Upper Bristol Channel
Authors: Corbet A. G.
Published: November 2009

This paper is mainly concerned with the movement of marine traffic in the Upper Bristol Channel, that is the present organization of pilotage services and docking facilities in the area, some of the present difficulties confronting Masters and pilots, and how these difficulties will grow with the increasing size of vessels. This must occur when the Port of Bristol's West Dock opens and would also occur if a new dock were to be constructed at Newport. The conclusion gives outlines of some ideas which have been put forward for providing a segregation and separation of vessels in the area and the possibility of a joint shore-based authority to assist in securing a reasonably safe and economic flow of traffic through the area.
The Avoidance of Accidents at Sea
Authors: Phillips Robert
Published: November 2009

The problem of collision avoidance at sea would be an important one even if accidents were rare, but the evidence suggests that they are much more common than one might expect. In the eight years leading up to May 1963 there were 60 collisions in the English Channel area and in the following eight years the number increased to 94. With the development of navigational aids such as radar one might have hoped for a decrease. The suggestion that the increase is quite likely attributable to the possession of radar is ironic indeed. It would appear that having the use of this ‘safety’ equipment allows the mariner to take greater risks, but that the risks which are in fact taken are greater than the equipment allows. We would do better to go back to fog horns alone. Even if over-confidence is not the only factor responsible for the increase in accidents, it does, nevertheless, illustrate the importance of the psychological variable in any man–machine system.

Collisions at sea, however, are not simply due to errors in a man–machine system, It is, of course, the hardware that actually collides, but the cause of the interaction lies in the decisions and indecisions of the two human agents controlling the vessels. It is essentially a social encounter. It is for this reason that the work initiated by Captain Kemp is greatly to be welcomed.
Tobias Mayer's Claim for the Longitude Prize: A Study in 18th Century Anglo-German Relations
Authors: Forbes Eric G.
Published: November 2009

This paper describes the historical background to the Göttingen Professor Tobias Mayer's bid under the terms of the Act 12 Queen Anne, cap. XX (1714) to obtain a reward for having constructed lunar tables of unprecedented accuracy (to about ± ½′) which promised to make both useful and practicable the lunar-distance method of finding longitude at sea. Parliament's decision in 1765 to award £3000 to Mayer's heirs marked the end of an eleven-year period of lively correspondence conducted on the latter's behalf between Professor Johann David Michaelis, Secretary of Hanoverian Affairs in Göttingen, and William Philip Best, one of George III's Privy Secretaries in London. The Nautical Almanac came into existence as a direct consequence of the success of these diplomatic negotiations.
Air Navigation with a Pocket Electronic Calculator
Authors: Proctor J. D.
Published: November 2009

Some navigators may prefer other methods and other tools, but the Hewlett Packard HP-45 has some fascinating abilities. It might be called the poor man's INS computer, though it does not of course find position. Its only disadvantages are the need for a hood in sunlight and the need for concentration and freedom from distraction. It can be used on the knee for no table is required, and it replaces conversion tables and several other mathematical tables. To a large extent it can replace plotting charts, flight planning charts, Dalton computers, protractors and dividers.