bluuebunny/crossref_metadata_2025 huggingface dataset:
A System of Automatic Navigation
Authors: Britnell C.
Published: January 2010

A computer known as the Radio Track Guide, of which both air and ground trials have been held, is described. As a system it can provide accurate automatic guidance for all anticipated operational conditions in a manner which is of value for both navigational and movement-control purposes. Mr. Britnell's paper was presented at the Paris convention on automatic navigation.

The criterion for assessing the efficiency of a navigational aid must include a reference to the ease and precision with which it enables a vehicle to maintain a specified track. In aircraft navigation the most accurate tracks are, of necessity, those made in the vicinity of the runway during the landing and take-off phases. At such times the errors must be limited to a few feet and such small values are a result of the pilot using an ideal reference frame for lateral guidance purposes. This is centred upon the runway and within it he is able to detect, with a high degree of accuracy, the two quantities necessary for precise track keeping. These two quantities are the displacement and rate of displacement from the required track.
A Route Direction-finder
Authors: Gaudillère Colonel P.
Published: January 2010

The route direction-finder is a device giving an accurate directional reference. It uses two distant transmitters, A and B, radiating two continuous waves, the frequencies of which are different but very proximate. The paper was presented at the Paris convention on automatic navigation.

Classical methods of navigation by dead reckoning have been considerably improved in recent years by the use of autonomous systems such as doppler and inertia which enable true speed to be measured. When using these systems, the principal cause of errors is the unreliability of the directional reference, which may be the meridian or any arc of a great circle, since it is with respect to this that the speed vector is obtained. The directional reference is given by the magnetic compass which often has an error of up to several degrees or is given by gyroscopic devices which can have considerable drift after several hours' operation. Errors in directional reference are especially marked in polar regions where magnetic or gyro compasses cannot be used.
The Metrication of Admiralty Charts
Authors: Hall M.
Published: January 2010

By 1966 it was obvious, the Government having announced its intention for the country to go metric, that we had to think seriously of the metrication of Admiralty charts. With some 3500 navigational charts, many additional special charts, plotting sheets and other publications the task was unquestionably a formidable one, but it was decided that it could be done and a start should be made as early as possible.

It could be tackled in two ways, either by a gradual process, whereby charts would be converted as they came up for correction or where it was necessary to produce a new chart; this would mean slow progress and result in a haphazard geographical distribution. Alternatively such resources as were available could be concentrated in one area at a time and blocks of charts produced in metric units. This would avoid, to some extent, the difficulty to the mariner of having to jump about from fathoms and feet to metres and back again as he changed charts, and we eventually decided on this method—but in true British fashion are doing a bit of both.
The U.K.–Australian–New Zealand Charting Arrangement
Authors: Russom D.
Published: January 2010

In July 1963 the Hydrographic Department published a Notice to Mariners announcing the integration of charting arrangements between Great Britain, Australia and New Zealand.

Because of the historical associations, the Hydrographer of the Navy was the primary charting authority in Australian and New Zealand waters until comparatively recently. Local Hydrographic Offices were set up, and these, not unnaturally, began to turn out products strongly resembling British Admiralty charts, to such an extent in fact that we were clearly wasting effort in recompiling British charts which virtually duplicated the originals. Facsimile reproduction seemed an attractive proposition. Unfortunately the normal arrangements for use of another authority's charts, as laid down by the International Hydrographic Bureau, do not allow for facsimile reproduction but special agreements can get round this difficulty.
Admiralty Pilots
Authors: Pryor J. S. N.
Published: January 2010

Although the Admiralty pilots have been regularly revised every 10 to 12 years as well as being kept corrected by supplement, there has been remarkably little change in the general style and content for over 100 years. As a major step has recently been taken to modernize and metricate the Admiralty chart, it was considered opportune to study the pilots at the same time. Therefore towards the end of 1968 a small committee was formed within the Hydrographic Department to review these books. The first action by the committee was to initiate some market research. All members of the Chart Users' Panel were invited to answer a questionnaire of twelve questions, but a few weeks later it was considered desirable to spread the research over a wider field and the same questions were sent out as a Notice to Mariners (No. 1737/68). The response was most encouraging and by the closing date at the end of December about 780 replies had been received and these have all been analysed. A few replies still come in, which puts the total at over 800$quite a good proportion of the regular users.
Two Years of Routing in the Dover Strait
Authors: Beattie J. H.
Published: January 2010

On 1 June 1967 routing was established in the Dover Strait. In the two years since then much experience has been gained and some of this has been reported already. The most significant fact to emerge so far is the sharp reduction in the number of accidents especially in relation to the amount of fog.

In the years 1961–7 before routing there was an average 14·3 collisions per annum, the lowest years being 1962 and 1965 with only 12 and the worst being 1961 with 23. In the first year since routing between 1 June 1967 and 31 May 1968 there were only 5 collisions, an all time low, and in the second year between 1 June 1968 and 31 May 1969 13 collisions with two after the 31 May 1969. Since most accidents in this area, but not as a whole, occur in fog it has long been established that a good measure of the safety record here is to examine the collisions per fog day. To do this in the Dover Strait, the amount of fog reported at the South Goodwin and Varne light vessels has been established from Trinity House and averaged to give an index for the Strait.
Changing the Collision Regulations
Authors: Dickson A. F.
Published: January 2010

Tentative arrangements have now been made for the International Maritime Consultative Organization (Imco) to call an International Conference in 1972 to examine the international regulations for prevention of collision at sea and to make proposals for change where appropriate. It would therefore seem timely for members of the Institute with views on how the Collision Regulations might be amended to air these views so that all the aspects of the problem can be considered prior to the Revision Conference.

It would seem essential first to consider whether the rules as at present structured are broadly correct, which would indicate simply a review of each rule to see whether and to what extent amendments or improvements may be desirable, or alternatively whether some of the underlying basic premises on which the present rules are based are in need of revision, which would obviously mean very much more radical change. In the author's opinion the rules as now drafted do not seem to be correctly structured for modern navigation by the great bulk of ships on the high seas.
Collisions between Radar-equipped Merchant Ships U. S.
Authors:   National Transportation Safety Board
Published: January 2010

This study by the United States National Transportation Safety Board was undertaken to determine why ship collisions persist despite the use of radar and what recommendations could usefully be made to prevent collisions between radar-equipped vessels. The samples analysed cover the fiscal years 1963–7. An Appendix giving details of these collisions is omitted.

1. Introduction. The National Transportation Safety Board's review of the investigation of the collision between the S.S.Arizonaand the M.V.Meiko Marudirected attention to collisions of vessels equipped with radar. In this case, the Masters of both vessels were navigating by radar to the exclusion of the Rules of the Road and the requirements of good seamanship, and neither was utilizing properly the radar to best advantage by plotting the relative motion of targets.
The Edge of a Needless Collision
Authors: Bell Frank Coffman
Published: January 2010

Commandant L. Oudet in his contribution ‘Lessons from a Needless Collision’ (Journal,20, 30) may not have gone so far as to suggest that at no time ought eitherTenacious or Placidto have altered course or speed then obtaining. Yet from his account this is plainly the case, a fact for which there must be some technical explanation, although he does not fully disclose it, saying rather, ‘We have not sought to teach but only to stimulate thought among Masters and their shipowners.’ No doubt others are not excluded. His pars. 2 & 3 give the facts in summary and the statement concerning the verdicts ofTenaciousthat ‘at 1330 she finds the bearing is steady’ plus some muttering about even worse than steady at 1340. This summary he later on amplifies slightly as to the facts:

(1) in par. 16, ‘between 1344 and 1349 …Placidmade no (careful) observation.’

(2) in par. 18, ‘Placiddid not detect this alteration (byTenaciousat 1340, from 130° to 160°).’
I—The Use of Simulators for Radar Training
Authors: Weekes M. W. M.
Published: January 2010

Training courses on marine radar simulators are held in this country at the Navigation Schools and Colleges in London, South Shields, Hull, Glasgow, Liverpool and Cardiff, with Southampton starting at some future date. The entry for each five-day course is limited to six members and places on the courses are at present generally restricted to serving masters and chief officers. The purpose of these courses is to give seagoing masters and senior officers realistic practice in manœuvring their vessels by radar in conditions of bad visibility without any of the risk involved in an actual encounter between vessels at sea, as well as risk-free opportunity to try out and test the different methods of radar presentation and plotting.
Great Britain's Contribution to Hydrography During the Nineteenth Century
Authors: Ritchie G. S.
Published: January 2010

The Eva G. R. Taylor Lectures were founded in 1959 to mark the occasion of Professor Taylor's 80th birthday. Following an appeal signed by the Presidents of various learned bodies, including the Institute, it was agreed to endow an annual lecture to be presented by a distinguished scholar in any of the branches of learning to which Professor Taylor made such notable contributions. Rear Admiral Ritchie's lecture was presented at the Annual General Meeting of the Institute held in London on 26 October 1966, with the President, Rear Admiral Sir Edmund Irving, K.B.E., C.B., in the Chair.
Eva G. R. Taylor
Authors: Crowther J. G. , Cotter C. H. , Wallis Helen , Sadler D. H. , Hague René
Published: January 2010

Professor Eva G. R. Taylor, an Honorary Member of the Institute since 1954, died in Wokingham on 5 July 1966, aged 85. She was a Fellow of Birkbeck College and Victoria Medallist of the Royal Geographical Society. From 1930 to 1934 she was Professor and Head of the Department of Geography in the University of London, and in 1944 became Professor Emeritus.
The Graduation of Compass Cards
Authors: May W. E.
Published: January 2010

I recently received from a correspondent on the other side of the Atlantic a request for information concerning the graduation of compass cards. I compiled the following notes which may be of some interest to readers of the Journal. I must, however, point out that to a great extent they are based on examination of compasses and cards in museums and on my own experience. It may well be that readers, especially those from other countries, may be able to supplement or correct my statements. Any such information would be most welcome.
Selecting the Moon's Limb
Authors: Wright Frances W.
Published: January 2010

This paper describes two methods of determining whether a sextant observation of the Moon should be of the upper or lower limb. The first method requires the use of a celestial globe or planisphere; the second is mathematical and requires a certain amount of computation, but is exact.

The line which separates the dark portion of the Moon's disk from the illuminated portion is known as the terminator, and the straight line joining the ends of the terminator is that used in this problem. This line is always perpendicular to a line from the Moon to the Sun (the horns being always turned away from the Sun), so that its position can be predicted from the geometrical relations of the Earth, Sun and Moon. This enables the limb to observe to be determined.
Progress in Oceanographical Research
Authors: Deacon G. E. R.
Published: January 2010

It would be interesting and profitable to look back to see how closely the applications of science to the sea had followed its developments and technical achievements ashore. In contrast to the wealth of literature on the classical geography of the oceans and the achievements of the early voyagers there is no balanced account of the scientific investigation. Such an account would include the work of men like Boyle, who, in his observations and experiments about the saltness of the sea (1672), gave the first satisfactory explanation of this phenomenon, and showed th at it would be necessary to make a great number of observations in different climates and different parts of the world to determine the degrees of saltness with any certainty. He arranged for travellers to collect samples for him. Lavoisier (1772) and Bergman (1777) analysed samples of sea water and named the principal dissolved salts. In 1812, Alexander Marcet, a London physician, made the remarkable discovery that although the total amount of salt varied from place to place according to the balance of evaporation and precipitation, the principal constituents were always present in the same proportions. Although this was almost a premonition based on the analysis of not more than fourteen samples from different parts of the Atlantic Ocean, it has stood the test of time.
The Approach Channels to Southampton
Authors: Macmillan D. H. T.
Published: January 2010

The conservancy problems of any modern major terminal port are governed by certain features. In this paper the Port of Southampton is examined within the context of these features and certain significant facts are recorded; recent work to improve the facilities of the port is then described and possibilities of further long-term development are discussed. The features referred to may be classified as:

(i) The geological history.

(ii) The tidal regime. In particular the spring lunitidal interval and range, the times, direction and rate of maximum tidal streams and relation to local high water, duration of slack-water periods and particularly that phase of the tidal stream which is dominant in rate.
Some Observations of Refraction at Low Altitudes and of Astronomical Position-line Accuracy
Authors: Peterson B. Chr.
Published: January 2010

No account of the observations described in this paper has previously been published, though they were made nearly eighteen years ago. The author has kindly presented the Institute with all the data he obtained from them and with a detailed description of the investigation. We print here a short account of the observations and of the principal results obtained, which it is felt should go on record.—Ed.

Largely as a result of discussions with Dr. Per Collinder of the Swedish Hydrographic Service and Dr. Knut Lundmark, Professor of Astronomy at Lund, the author undertook, between June and August 1934, a series of sextant observations to determine the degree of refraction at low altitudes, the normal accuracy of sights at sea, the accuracy of twilight and night observations and possible elevations of the horizon at noon. 1908 observations were taken during the period.
The Navigating Manual of Columbus
Authors: Taylor E. G. R.
Published: January 2010

There is rich material for studying navigation technique in the fifteenth and early sixteenth centuries in the volume A Marinharia dos Descobrimentos by the late Fontoura da Costa, which deals in great detail with the evidence for early sailing methods; the facsimile reprints of rare documents bearing on early Portuguese navigation lately published by Joaquim Bensaude for the Portuguese Government also contain much information on this period. The object of this article is two-fold: to establish that in an Addendum to one of these documents, the Reportorio dos Tempos of Valentim Fernandez (1st edition 1518), we have extracts from an archaic type of navigating manual; and hence to argue that, judging from his own words, Columbus (whose skill in navigation is a matter of controversy) had studied rules and instructions for navigation just such as the Addendum contains, but that owing to his lack of elementary mathematical training he had only imperfectly understood them.
Astronomical Refraction at Low Altitudes in Marine Navigation
Authors: Fletcher A.
Published: January 2010

Every navigator is familiar with the necessity for correcting sextant observations of altitude for the effect of atmospheric refraction. He does this by means of tables which the great majority of navigators are compelled to take on trust, as they would a table of haversines. Unfortunately it is much easier to guarantee the accuracy of a table of a straightforward mathematical function than it is to tabulate accurately an optical effect occurring in a notoriously variable atmosphere. Recent American work based on large numbers of marine observations has to some extent called into question the accuracy of the low-altitude portions of the usual tables, and it therefore seems worth while to give a brief account of refraction theory and also to consider how far it is confirmed by observation. The treatment will be restricted to refraction as it affects marine navigation. This is a considerable simplification. Aerial observations may be made at any level between the ground and the lower stratosphere, so that air navigation involves a much greater range of pressures and temperatures at the position of the observer. Moreover, it involves some occurrence of much more strongly negative altitudes than can be observed from bridge height on a ship, and at such negative altitudes (i.e. zenith distances over 90°) the intrinsic variability of the refraction is large enough to make any table rather unreliable.
Continuous Plotting of Astronomical Position Lines Using A.P. 3270
Authors: Sadler D. H.
Published: January 2010

The most attractive features of Lieutenant-Commander R. B. Michell's method of plotting astronomical position lines with a ‘star lattice’ are that
(a) plotting, relative to the moving D.R. position, is possible immediately after the sight is taken;
(b) the whole process is continuous.
A Beacon for Ship Identification
Authors: Milwright A. L. P.
Published: January 2010

When harbour surveillance radars were first fitted in the United Kingdom in 1948 it became apparent that under conditions of high traffic density difficulty might arise in identifying the ship being assisted into harbour with a particular echo on the radar screen. The group at the Admiralty Signal and Radar Establishment (A.S.R.E.) working on navigational aids for the Ministry of Transport were set the task of examining the problem and suggesting a solution, and this paper will describe the results of this work.
George Margetts
Authors: Sadler D. H.
Published: January 2010

I am much indebted to Commander W. E. May for calling my attention to the numerous references to George Margetts (see this Journal, 6, 403) in The Marine Chronometer by R. T. Gould (J. D. Potter, 1923). The following extracts from this book will provide some of the biographical information which I was unable to give previously.
‘George Margetts (1748–1804), already referred to as the inventor of a form of lever escapement, produced several machines of this kind.’ (Namely chronometers showing sidereal and mean time.)
A Survey of Navigation Systems and Instrument Aids
Authors: Adams D. E. , Uttley A. M.
Published: January 2010

An abbreviated version of a paper read before a joint meeting of the Institute and the Royal Aeronautical Society.

The usefulness of a particular aircraft may well depend upon the availability or simultaneous development of equipment. Safe, reliable, economic and speedy operation in the civil field may rest, for instance, on facilities which enable all-weather operation to be undertaken—including navigation, traffic control, approach and landing facilities. Military operations, even more directly, will be determined by the instrument aids available.
Some Problems of Underwater Navigation
Authors: Satow P. G.
Published: January 2010

The problems of submarine navigation are entirely distinct from those encountered on the surface. Not only does the medium introduce a third dimension, which is not wholly analagous to that of the air since a definite limit is imposed on depth, but also a great many of the aids to surface navigation are either restricted in their use underwater, or are wholly inappropriate and will not function. The use of the principal aids to submarine navigation is briefly described in this paper, future developments being mentioned where possible. A more detailed examination is then made of the problems of underwater navigation, problems in the main that affect the accuracy of keeping a reliable dead reckoning. An account is also given of a gravity survey carried out in H.M. Submarine Talent, during which the author served as navigating officer. On this operation the requirement for position accuracy was high, and some of the methods used were of considerable interest. The survey also provided the opportunity for current and tidal-stream observations to be made at different depths and an account of these observations is given.
The Effect of Doppler on Navigation System Accuracy
Authors: Willis D. C. , Powell P. G.
Published: January 2010

This paper discusses navigation system accuracies achieved on North Atlantic routes by Air Canada, and the effect of doppler on the accuracy of navigation. Data are presented on track maintenance performance with doppler inoperative and operative, on performance over a prolonged recent period combining all results, whether doppler operative or inoperative, and on the frequency of gross errors.

Doppler was installed by Air Canada with the primary aim of reducing the gross track maintenance errors which seemed otherwise inevitable at jet speeds and altitudes. A comparison of the results given below indicates the deterioration which resulted when the DC-8 was introduced and no doppler was available, and show the improvement achieved after some experience with doppler.
Compass Swinging without Rotating the Aircraft
Authors: Baker Donald H. , Skaar Martin
Published: January 2010

The principle of applying controlled direct current to the flux valve to simulate rotation of the aircraft in a compass swing is discussed. The validity of the technique is demonstrated for the measurement of single cycle error and the MC-1 and MC-2 are shown as implementations of this technique. Work is now in process to eliminate calibration procedures, and to extend the technique to the pilot's standby compass and to aircraft with significant soft-iron error.

The precise navigation of modern aircraft requires an accurate source of heading information. In the primary mode of operation this signal is often obtained from an inertial reference, but the advent of inertial navigation has not eliminated the role of accurate magnetically slaved systems. A flux valve is often used to provide magnetic information to platform systems for use in initial alignment or in standby modes of operation and a magnetically slaved compass system, teamed with a doppler navigator, is still an excellent reference for long flights. For both applications full performance can only be obtained if the signal from the flux valve is carefully compensated in a compass swing.
Charting for the Dynamic Map Display
Authors: Murlin James A.
Published: January 2010

Present criteria for aeronautical charts need further investigation in preparation for S.S.T. operations in respect to the facilities to be charted, the format for supplemental information, symbols and scale. For projection displays the negative presentation has decided advantages, while the use of colour has both advantages and disadvantages. Pre-loaded film cassettes for quick insertion into the dynamic display system can be maintained in libraries at S.S.T. terminals, which will also facilitate the frequent updating of the material.

In recent years the interest in dynamic map display systems has increased with the advent of S.S.T. planning and higher speed tactical aircraft. There are several approaches including a static chart with a mechanically driven ‘bug’, a moving paper chart with a static ‘bug’ in the form of a stylus, and several projected displays utilizing 35 mm. and 70 mm. film. This paper is chiefly concerned with projected displays.
I.—The Redesign of the Abridged Nautical Almanac
Authors: Sadler D. H.
Published: January 2010

The design of an almanac is a highly technical matter in which principles may have to yield to practical detail. In order that the proposals shall be fully appreciated and fairly discussed the basic principles that have led to the present proposals, and their practical alternatives, will be indicated as briefly and as objectively as possible.

In the Nautical Almanac Office we have much experience in the presentation of astronomical and numerical data; but we are not navigators and we have little experience of the practical use of the Abridged Nautical Almanac. While all criticisms will be welcomed, those relating to practical requirements will therefore be particularly valuable.
The Presentation of the Fixing Accuracy of Navigation Systems
Authors: Trow G. H. , Jessell A. H.
Published: January 2010

The paper discusses the way in which the accuracy provided by different navigation systems can best be presented diagrammatically, and it is concluded that contours of constant 95% radial error give the best general picture of a system. Where a more detailed picture is required error ellipses can be added at suitable points in the system. The 95% radial error of fixing is calculated for radial, rθ, azimuthal and different hyperbolic systems, and graphical methods are developed for drawing contours along which the 95% error is constant, and also for drawing 95% ellipses. Diagrams show typical results for the different systems.
Hariot's Meridional Parts
Authors: George Frank
Published: January 2010

Thomas Hariot's recently discovered manuscript ‘The Doctrine of Nauticall Triangles Compendious’ was the subject of a paper in this Journal by Professor Taylor and D. H. Sadler which poses but leaves unanswered the intriguing question of the method he employed in his computation. Sadler shows that the method depends on the fact that if sequences of meridional parts are in arithmetic progression the corresponding values of tan (45° − ½φ) will be in geometric progression. This is at once obvious from the modern formula for meridional parts:

But how did Hariot, writing before 1596, discover the relationship when neither logarithms nor the integral calculus had yet been invented; and was he able to prove it? It is the purpose of the present paper to supply a proof which requires neither logarithms nor the calculus. It is not claimed that this was necessarily the method that Hariot employed, although the manuscript reveals several points of similarity.
The Development of the English and the Dutchman's Log
Authors: Waters D. W.
Published: January 2010

During the last few years much has been learned about the navigational developments and techniques of the English pioneers of colonization in the New World. This has been made possible in some measure by the formation in America of a private library of the books relating to the art of navigation as practised by the Elizabethan and early Stuart seamen. It was in the course of forming his remarkable collection of early Americana that Mr. Henry C. Taylor of New York, purchased copies of Captain John Smith's An Accidence or The Pathway to Experience. Necessary for all Young Sea-men, or those that are desirous to goe to Sea … first published in London in 1626, and A Sea Grammar, with The Plaine Exposition of Smiths Accidence for Young Sea-men, enlarged … first published in London in 1627, subsequent editions of this latter work being entitled The Sea-mans Grammar, etc.
The Accuracy of Dead Reckoning in the Air
Authors: Grocott D. F. H.
Published: January 2010

I am of the opinion that the figures in Mr. Durst's paper have been obtained primarily from the main civil operators and that the results are not necessarily valid for military aircraft. Before accepting Mr. Durst's paper as a reference work for all aircraft it would be necessary to know the answers to the following questions:

(a) Were the navigating officers of each aircraft experienced practising navigators or were they perhaps ‘third officers’ occupying the seat to obtain navigational experience?

(b) Were the aircraft equipped with and did the navigators use Loran equipment? If so, were the operators adept at using sky-wave signals?

(c) Were the aircraft fitted with air mileage units and air position indicators?

(d) Were the aircraft fitted with remote indicating compasses with performance characteristics equal to those of the G3 and G4B (CL2)?

(e) Were the radio compasses swung at regular intervals?

When I was a member of the Transport Command Examining Unit (1949–51) one of my tasks was to assess logs and charts of experienced navigators flying the main trunk route from the United Kingdom to Australia. I can say quite confidently that as far as the 200 kt. aircraft are concerned a D.R. error of 8 n.m. per hour proved to be an excellent working approximation. Seldom did circles or ellipses of errors around fixes and D.R. positions not intersect or give a ‘sensible’ wind.
Navigation Display for High Performance Aircraft
Authors: Polhemus W. L.
Published: January 2010

This paper examines the requirement for a new type of display for the pilot navigator of the S.S.T. (supersonic transport). The author holds that inductive reasoning, which is the basis of manual navigation techniques, should not be dispensed with and the benefits of automatic systems will not be achieved until a similar awareness of the processes going on about the navigator can be reproduced. A well-designed display system might have this potential.

The ideas behind this paper were first described at the Annual Meeting of the American Institute of Navigation in Long Beach, California, in June 1965 and further developed at a meeting of the Deutsche Gesellschaft für Ortung und Navigation held at Munich in August of 1965.
Terrain Clearance Problems during Climb and Descent under Air Traffic Control
Authors: Freer T.
Published: January 2010

Progressive changes in the relationship of aircraft navigation and Air Traffic Control have produced a disturbing discrepancy between terrain clearance theory and practice. In theory, terrain clearance is assured by the aircraft adhering to certain specific and well-known traditional techniques; but in practice these are now often allowed to go by default, due to pressure of the A.T.C. environment. The purpose of this paper is to illuminate the exact nature of the problem and to suggest that clarification is overdue.
Progress in Traffic Separation
Authors: Oudet L.
Published: January 2010

Capitaine de Frégate Oudet's paper was presented at an Ordinary Meeting of the Institute held at the Walker Art Gallery in Liverpool on 20 May 1966, with the President in the Chair. The paper was, in the absence of its author, read by the Executive Secretary who also summarized for the meeting the report of the Working Group on Traffic Separation at Sea (see p. 411).

In December 1962, at a meeting of this Institute, I gave an account of the work that had led to the adoption of one-way routes for the Dover Strait. I now have the honour of describing the balance of work effected since that time, or more exactly, since the Eastbourne conference where the decision was made to carry on the organization of converging areas.
Electronics in the British Fishing Industry
Authors: Bennett R.
Published: January 2010

This paper gives a general picture of the use of electronic aids in the British fishing industry and describes experimental and development projects now in hand. Some of the problems involved have so far defied solution because of technical or economic difficulties. Although much of this work is not directly concerned with navigation some navigational problems are involved, and these aspects of the fishing industry may be of general interest.

The Fishing Industry in Britain. The British fishing industry is divided into two main sections, the white fish industry and the herring industry. Between them they account for a total annual catch of approximately 800,000 metric tons which realizes at first sale, that is on the quayside, approximately £50 million. Of this total the herring industry accounts for about 15 to 20 per cent by weight. It is in the other section, the white fish industry, that I have been engaged for the last three years or so and this paper therefore deals mainly with electronic problems and developments in the white fish industry.
Mammoth Vessels and Coriolis Force
Authors: Anneveld J. C.
Published: January 2010

In this paper, a version of which appeared in the October 1969 issue of the periodical Schip en Werf, Mr. Anneveld, who is the nautical adviser to a Dutch firm of marine solicitors, investigates the drift velocity and drift angle due to coriolis force on a vessel of a given size. He shows that these effects are not inconsiderable for large vessels operating in middle and high latitudes and may become of practical importance, particularly when berthing or navigating in the proximity of other vessels.

Captain A. Vreugdenhil first drew attention in 1955 to the effect of coriolis force on a moving vehicle and on ships in particular. Since then ships have increased greatly in size and as the coriolis force increases with the mass of the vehicle it may be useful to investigate the effect on the mammoth ships of today.
The Turn Criterion and the Collision Rules
Authors: García-Frías J.
Published: January 2010

In the existing Steering and Sailing Rules there are seven classifications of vessels for assignment of responsibility in the open sea. Three of these classifications (Rules 18, 19 and 24) are based on the bearing criterion, two (Rule 17) on the wind bearing criterion and two (Rules 20 and 26) on the hampered vessel criterion. The only classification of vessels implied in the present writer's collision system is based on the bearing criterion. The object of this paper is to show that it is also possible to establish a single classification based on a turning criterion which offers some advantages over that based on the bearing criterion.
Brunetto Latini and the Compass
Authors: May W. E.
Published: January 2010

In 1260 Brunetto Latini, a native of Florence, was exiled and went to live in France. While there he followed the example of others of his period and compiled a kind of encyclopaedia which he called Li Livres dou Tresor.

In 1802 a young man called Dupré informed the editor of the Monthly Magazine or British Register that Latini had come from France to England as tutor to the son of Richard, Earl of Cornwall, brother of Henry III. While here he had written a series of letters to Guido Cavalcanti, a Florentine poet, describing what he saw in England and that the letters had come into Dupre's possession. During 1802 several free translations from these letters ran through the magazine and no suspicion of their authenticity seems to have been aroused, though when a description of an elephant, said to have been seen in the Tower of London, appeared a correspondent pointed out that it seemed to have been derived from a contemporary Bestiarium.
Meteorology and All-weather Operations
Authors: Chambers E.
Published: January 2010

With the introduction of larger and faster types of air transport it seems certain that the importance of all-weather take-off and landing for their safe and economic operation will increase during the coming decade. This paper suggests that a vital factor in this development will be the availability to the pilot of up-to-the-minute information on low level visibility and wind conditions applicable to the runway he is to use. The difficulties of obtaining and forecasting these microclimatic factors are discussed.

We now stand at the beginning of a new decade and one which promises to be as progressive and stimulating for civil air transport as any of its predecessors. Great advances were made during the 60's in establishing and steadily improving the performance of sub-sonic jets. Of equal importance was the enormous amount of preparatory work for the introduction of jumbo jets, air buses and supersonic transports during the 70's, and none was more important than the early stages in developing an all-weather landing system. It may be hoped that by the end of this decade a fully operational all-weather landing system will be available for use at all major airports in the world and there is no doubt that progress towards this goal will be vital to the success of the S.S.T.
Traffic Flow Measurements in the Dover Strait
Authors: Beattie J. H.
Published: January 2010

At the end of February 1971 an exploratory survey of marine traffic on the English side of the Dover Strait was organized and conducted by the National Physical Laboratory of the Department of Trade and Industry. The aim of this first short-term study was to examine possible methods for the long term, and the basic radar ship count was carried out by Decca Radar on behalf of the N.P.L. This trial took place over 72 hours between 12.00 hours on Friday, 26 February and 12.00 hours on Monday, 1 March 1971, all times G.M.T.; it showed that further flow data in other areas of the Strait would be of value and Decca Radar decided to gather additional limited data on traffic flow. The most urgent appeared to be at the narrowest part of the Strait between Cap Gris Nez and Folkestone where the Greek M.V. Niki sank off the Varne during the trial at 20.00 G.M.T. on Saturday, 27 February.
Manned Space Flight Navigation Techniques
Authors: Weems P. V. H.
Published: January 2010

Major Richard C. Henry's paper (Journal, 16, 449) is timely. These comments are restricted to mid-course navigation and are intended to expand and clarify some parts of this excellent paper.

Major Henry divides space navigation into two parts, orbit and trajectory navigation: the first about one body, and the second, about two bodies. For example, Echo Satellite is in orbit about the Earth, while if its path were to include an orbit about the Moon as well as about the Earth, its path would be called trajectory. If we consider the path of a lunar capsule as determined by lunar perturbations of a body in orbit about the Earth, astronomers should be able to compute its trajectory, or path, or ephemeris, or orbit, and supply the information to the space navigator in the form of a Space Almanac. The guild of space navigators would use this shelf item, along with an accurate timepiece, and a marine type sextant, as the basic equipment for accomplishing mid-course navigation.
The Work of Trinity House
Authors: Curteis Gerald
Published: January 2010

The early history of the Trinity House has been lost, partly in the mists of time, but mostly in the loss of records surrendered during the Civil War. The house itself has been destroyed by fire on three occasions, the first in the Great Fire of London, 1666; then in 1714 when a fire destroyed the Custom House, most of Water Lane where the Trinity House was situated and a part of Tower Street; and again in 1940 when fire, caused by incendiary bombs, destroyed nearly all the possessions of the corporation, some of which they had owned for upwards of 300 years. Such early records as they possessed, however, and their plate, which were stored elsewhere, have survived.

The corporation received its first charter, a copy of which is in their possession, from King Henry VIII in 1514, and the probability is that a Guild or Fellowship of some sort had been in existence for some time before, possibly under the same name, as a hall and almshouses were standing in Deptford in that year.
Multi-phase Stefan problems for a non-linear one-dimensional model of cell-to-cell adhesion and diffusion
Authors: ANGUIGE K.
Published: January 2010

We consider a family of multi-phase Stefan problems for a certain one-dimensional model of cell-to-cell adhesion and diffusion, which takes the form of a non-linear forward–backward parabolic equation. In each material phase the cell density stays either high or low, and phases are connected by jumps across an ‘unstable’ interval. We develop an existence theory for such problems which allows for the annihilation of phases and the subsequent continuation of solutions. Stability results for the long-time behaviour of solutions are also obtained, and, where necessary, the analysis is complemented by numerical simulations.
Multiplanar review of three-dimensional echocardiography gives new insights into the morphology of Ebstein’s malformation
Authors: Bharucha Tara , Anderson Robert H. , Lim Zek S. , Vettukattil Joseph J.
Published: January 2010

Introduction

We aimed to assess the ability of the multiplanar review modality of three-dimensional echocardiography to examine the dynamic morphology and the functional characteristics of malformed tricuspid valves in patients previously identified as having Ebstein’s malformation. Based on these characteristics, we attempted to differentiate Ebstein’s malformation from tricuspid valvar dysplasia.

Methods

Using three-dimensional multiplanar review, analysed with either Qlab 6.0 or Tomtech Image Arena 3.0, we studied 23 patients, aged from 1 day to 70 years, previously diagnosed using cross-sectional echocardiography as having Ebstein’s malformation.

Results

Using the features of rotational abnormality, and the orientation, of the effective tricuspid valvar orifice as diagnostic features of Ebstein’s malformation, we reclassified 11 patients (48 per cent) as exhibiting tricuspid valvar dysplasia. In addition, we studied the dynamic morphology as well as the function of the tricuspid valve. Surgical treatment was undertaken on 10 patients, revealing good correlation with the findings obtained using three-dimensional multiplanar review. In those with Ebstein’s malformation, we found varying degrees of rotation, with the effective valvar orifice always directed towards the right ventricular outflow tract. The opening of the orifice of dysplastic tricuspid valves, in contrast, was towards the apex of the right ventricle. The degree of delamination, and abnormalities of subcordal apparatus, were similar in the two groups.

Discussion

Three-dimensional multiplanar review permits accurate definition of the dynamic morphology of Ebstein’s malformation, permitting clear differentiation from tricuspid valvar dysplasia.
Early Missionary Work among the North American Indians
Authors: Johnson Edward Payson
Published: January 2010

A study of early missionary work among the North American Indians—unless over-long for such an occasion as this—must be of limited scope. One may not, even in the most hurried way, notice the labors of the heroic Jesuit Fathers in Canada or New York, whose self-sacrificing devotion deserved a larger success; nor may the study safely extend beyond the close of the seventeenth century.
The Mercersburg Theology Historically Considered
Authors: Richards George Warren
Published: January 2010

The Mercersburg Theology derived its name from the town of Mercersburg in Franklin County, Pennsylvania. Here was the seat of Marshall College from 1835 to 1853, and of The Theological Seminary of the Reformed Church in the United States from 1837 to 1871. While Mercersburg gave the institutions “a local habitation and a name,” they owed their distinctive doctrines to the genius of the German and the Swiss Reformed people in America and to the influence of the contemporary German philosophy and theology.
The origin of mass segregation in NGC 3603
Authors: Pang Xiaoying , Grebel Eva K. , Altmann Martin
Published: January 2010

NGC 3603 is one of the most massive, compact young star clusters in the Milky Way. The cluster has an age of only about 1 Myr and is embedded in a giant molecular cloud with ongoing star formation. We have analyzed deep imaging data obtained with the Wide Field and Planetary Camera 2 aboard the Hubble Space Telescope. We have obtained two epochs separated by 10 years, from which we derived proper motions which we used to determine cluster membership. After the removal of field stars, the resulting color–magnitude diagram shows a main sequence in addition to another clear sequence of pre-main-sequence stars. The cluster shows pronounced mass segregation and appears to have a very short crossing timescale. Our photometric, astrometric and kinematic data help us to evaluate the dissolution timescale of NGC 3603 and whether the mass segregation is likely to be primordial or evolutionary.
Colliding galaxies and the rapid assembly of clouds into proto-super star clusters
Authors: Tenorio-Tagle Guillermo , Pérez Enrique , Muñoz-Tuñón Casiana , Silich Sergiy , Palouš Jan
Published: January 2010

We present a short summary of several 2D hydrodynamic calculations that suggest that upon the collision of galaxies two physical mechanisms lead to the formation of proto-super star clusters. These are condensation, induced by radiative cooling, and implosion caused by the shocked intercloud medium. Even in the absence of gravity, these lead to storage and compression of the dense cloud component into massive and compact gravitationally unstable condensations. The resulting entities exhibit enhanced surface densities that are several hundred times higher than their initial values. These are here postulated as the cradles of very efficient and rapid star-formation episodes, able to withstand the negative feedback effects associated with star formation, while leading to the formation of massive and compact super star clusters.
Infrared surveys of Galactic star clusters
Authors: Ivanov Valentin D. , Messineo Maria , Zhu Qingfeng , Figer Don , Borissova J. , Kurtev R. , Ivanov G. R.
Published: January 2010

Many attempts have been made to carry out a complete observational census of Milky Way star clusters based on recent near- and mid-infrared surveys. However, more clusters are still being discovered, indicating that existing catalogs are incomplete. We attempt to estimate the total number of supermassive (SM; Mcl ≥ 104 M⊙) clusters in the Galaxy, and to improve the yield from the automated cluster searches. Assuming that the ‘local’ census of SM clusters is complete, and that their surface density accross the disk follows that of the stars, we predict that the Milky Way contains ≥81 ± 21 SM clusters. We apply a cluster-detection algorithm to the 2mass Point Source Catalog after a preliminary color and/or magnitude selection of the point sources to improves the surface-density cluster-to-field contrast. Our algorithm identified 94 new candidates, and re-identified 34 known clusters. During the visual inspection, we detected an additional 41 new candidates, and re-identified 32 known objects. Preliminary characterization suggests that the new list may contain red-supergiant, open and globular clusters.