bluuebunny/crossref_metadata_2025_split huggingface dataset:
Martelli' Tables
Authors: Cotter Charles H. 
Published: January 2010

Captain S. T. L. Lecky, in his famous Wrinkles, wrote with derision in his reference to so-called ‘short-methods’. He warned his readers to ‘beware’ of these:They generally only look short [wrote Lecky] because good care is taken to apply the various corrections beforehand, and the unsuspecting reader is deceived of this device.As a case in point Lecky considered the ‘small but expensive pamphlet by Mr. Martelli’, to support his derogatory remarks:When his so-called ‘short-method’ is overhauled and compared with Raper, we get the following startling result:—Martelli, 56 figures and five logarithms, against Raper's 59 figures and five logarithms, required to produce the same result. So that by the first method we have the enormous (!!!) gain of three figures. Furthermore Mr. Martelli's pamphlet contains several glaring errors which makes one rather dubious about the general correctness of the tables, although (for all the writer (Lecky) knows to the contrary) the mathematical principle of his method may be correct enough.
‘A Brief History of the Method of Fixing by Horizontal Angles’
Authors: Dickson J. , Gibson George A. , Cotter Charles H. 
Published: January 2010

Readers of Captain Cotter's very interesting article ‘A Brief History of the Method of Fixing by Horizontal Angles’, may be interested to know that the possible use of the resection or three-point problem was appreciated by English mathematical practitioners of the seventeenth century.Explanations have been given by John Collins, F.R.S. (1625–83), and Edmond Halley, F.R.S., Master and Commander, later Captain, Royal Navy and Astronomer Royal. It seems probable that Halley actually made some use of the principle when he charted the English Channel.Dr. Angus Armitage and Dr. A. H. W. Robinson have explained Halley's method.
Air Traffic Control by Programmed Navigation
Authors: Ramsayer K. 
Published: January 2010

This paper proposes that the navigation and control of all airliners should be automated from take-off to landing. Each aircraft will fly according to a prescribed flight plan, to be fulfilled in position, altitude and time within prescribed tolerances. The optimal flight plan is elaborated by a central air traffic control station and transmitted by data link to an airborne computer which monitors the navigation of the aircraft. The navigation itself is based on an integrated Inertial/DME/DME system. Separate airways are proposed for the general aviation. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, October 1972.The permanent growth of air traffic demands rigorous regulation. The most efficient form of regulation is the careful elaboration of a flight plan, taking into account the total air traffic in the area and the rigorous fulfilment of this flight plan. The flight plan will be elaborated at a central air traffic control station by computer, taking into account both air traffic and the meteorological conditions, especially wind. This flight plan is transferred by radio to the computer in the aircraft and comprises essentially the three-dimensional coordinates of take-off point, destination and way points as well as the corresponding times; also the precomputed values of ground speed, rate of climb and rate of descent.
The Ranee Tidal Energy Installation
Authors: Gougenheim André 
Published: January 2010

An article on the French tidal energy schemes appeared four years ago in thisJournal(16, 51). One of these was planned for the estuary of the Ranee, a small coastal river that falls into the Channel between Dinard and St. Malo, the other for the extensive sea-area stretching from MontSaint-Michel to the Chausey Islands, and from Cancale to Granville. These schemes had been drawn up in the years immediately following the second world war, at a time when the power-outlook in France seemed somewhat gloomy: demand was increasing continually with no quickly available new source in sight. It was, it is true, believed that ultimately nuclear energy might well be applied in industry but the time-lag was over-estimated and, in addition, it was feared that the cost would not be competitive. Tidal energy, therefore, was hailed as a welcome solution, and it seemed no wild dream to envisage its exploitation over so wide an area as the bay of Mont-Saint-Michel.It was this that lay behind the Chausey Islands tidal energy scheme. Hitherto, hydraulic power had been drawn only from rivers; the sea might raise unexpected problems and it would have been rash to embark on so far-reaching an enterprise without first finding the answer to all the difficulties encountered on a smaller scale. In 1950 the Ranee estuary was accordingly chosen as a pilot-scheme, on a power-producing scale of about one-fiftieth. Initial studies were immediately pushed ahead, and building started at the beginning of 1961. Progress was rapid, but so much was involved that it took five years to complete the civil engineering work and another year to finish installing the equipment. Like all great enterprises that do credit to the nation's industry and contribute to the development of its economy, the plant was officially opened by the President of the French Republic on 26 November 1966.
The Analysis of Marine Casualties
Authors: Foster William C. 
Published: January 2010

The Coast Guard is the leading agency in the United States for analysing collision statistics and generally preventing marine casualties. In this paper, which was presented at an Institute meeting held in London on 30 November 1966, Captain William C. Foster, Chief of the Merchant Vessel Inspection Division, Office of Merchant Marine Safety of the U.S. Coast Guard in Washington, describes the manner in which accidents of all kinds are investigated. The lecture was illustrated with examples of some of the extremely detailed forms which those involved in marine casualties are required to complete and of the statistical casualty returns; these are not reproduced here.Marine casualties and accidents, whether or not loss of life is involved, are investigated by the U.S. Coast Guard for the purpose of determining the cause of the casualty and the persons, if any, who are responsible and to obtain information for the prevention of similar casualties. The Coast Guard regulations require the owner, agent, Master, or person in charge of the vessel involved in a marine casualty to notify the nearest marine inspection officer whenever a casualty results which causes physical damage to property in excess of $1500, material damage affecting the seaworthiness or efficiency of the vessel, any stranding or grounding, any loss of life, or injury incapacitating a person for a period in excess of 72 hours. When a casualty occurs in international or foreign waters, this notice is frequently given upon the American vessel's arrival in the continental limits of the United States on forms CG-2692 (Report of Vessel Casualty or Accident) and CG-924E (Report of Personal Injury or Loss of Life).
Automated Determination of the Position of Ships by Satellites
Authors: Freiesleben H. C. 
Published: January 2010

It has recently been suggested that 24-hour satellites might be used as navigational aids. To what category of position determination aids should these be assigned ? Is a satellite of this kind as it were a landmark, because, at least in theory, it remains fixed over the same point on the Earth's surface, in which case it should be classified under land-based navigation aids ? Is it a celestial body, although only one tenth as far from the Earth as the Moon ? If so, it is an astronomical navigation aid. Or is it a radio aid ? After all, its use for position determination depends on radio waves. In this paper I shall favour this last view. For automation is most feasible when an object of observation can be manipulated. This is easiest with radio aids, but it is, of course, impossible with natural stars.At present artificial satellites have the advantage over all other radio aids of world-wide coverage.
The Cost and Value of Automation at Sea
Authors: King G. A. B. 
Published: January 2010

Some degree of automation is a necessary part of commercial shipping because it can reduce labour requirements, permit some redeployment of crew and help improve ship efficiency. It has sometimes, however, been applied indiscriminately.The ship must be considered in its entirety and navigational requirements, for example, are only a sub-system. The value of an investment in automation cannot be measured solely in terms of labour saved, since some of the cost may be recouped in improved performance, saved time, enhanced safety and widened knowledge. It is particularly difficult to place a true value upon the latter two. Training, expensive specialist maintenance and the cost of spending money have to be added to first costs.Whilst the contribution of each sub-system and its component units can be evaluated to see whether investment is justified, a measure of automatic control in the modern ship is not only desirable but inevitable. As manufacturing techniques and scientific knowledge advance, the shipowner can also expect to be able to equip his ships with cheaper, better and more compact equipment, and this will be a further encouragement to reconsider his operational methods from time to time.
The Luminous Intensity and Range of Lights
Authors: Blaise Pierre , Pétry Paul 
Published: January 2010

In this paper, M. Blaise, Chairman of a committee of the International Association of Lighthouse Authorities, and the General Secretary of the Association, M. Pétry, comment on certain changes impending in the notation of luminous intensity and the range of marine lights. They conclude that the changes will be of benefit to navigators at sea and engineers.In November 1925 the International Hydrographic Review published a report under the title ‘Observations of Visibility Lighthouses’. Since then notable progress has been made towards a standardization of methods. Relatively recently (1966), the International Association of Lighthouse Authorities (I.A.L.A.) published a recommendation for the notation of the luminous intensity and range of lights.
The Crisis in the Increase of Tonnage
Authors: Oudet L. 
Published: January 2010

The increase in the size of ships is no new phenomenon. The nineteenth century saw a greater revolution in ship-building than that which we are now witnessing. In construction, wood gave way to iron, and in propulsion steam took the place of wind. These changes were not made without provoking a conservative reaction: when Admiral Courbet, then still a young officer, prophesied the end of sail he became the target of much sarcasm. His opponents could not admit that a free source of motive power could ever be abandoned. Everything that is really important and new begins by being regarded with a mistrust that is eventually swept aside: once the possibility of doing better than before exists in fact, no obstacle can stand in its way.The sea imposes little restriction on the size of ships. Unlike roads, sea routes are not confined within dimensions which limit the dimensions of the traffic they carry. For ships, restriction comes in at each end of the route, in ports, where the depth of water limits their draught. In consequence, we have seen the size of ships increase, during the last decades, in two specifically characteristic ways.
Computer-controlled Path Guidance with Reference to Radio Navigation
Authors: Kundler Walter 
Published: January 2010

The use of shipborne computer-controlled navigation systems has increased considerably during recent years. The expected advantages depend on the type of vessel; in cargo ships the safety aspect is predominant, whereas in research vessels the accuracy and reliability of position fixing are of primary importance.Generally, computer-controlled navigation systems include a collision avoidance facility operating in conjunction with the radar. This basic equipment is usually extended by a position fixing system, calculating the latitude and longitude from the signals of position fixing transmitters and achieving optimum accuracy by sophisticated weighing techniques (Integrated Navigation). A further step in automation is the automatic guidance of the ship on preselected tracks.
A Programme for Revision
Authors: Parmiter G. V. 
Published: January 2010

On the one hand, there is the inevitable reluctance to change Rules that have stood the test of time but I think this reluctance comes mainly from the older officers in their last few years of service, who, very understandably, do not wish to have to learn new Rules and find that their instinctive and almost automatic reaction to any situation gained through years of practical experience has now all to be changed.On the other hand there is a very strong body of opinion which feels that the old Rules, designed for quite different circumstances and unable by their basic concepts to be suitably amended to meet modern conditions, must be completely re-written—amendment to the existing Rules just will not do.
The Metrication of Navigation
Authors: White G. J. A. 
Published: January 2010

In his original paper, Turner drew attention to the proliferation of units used to measure the same dimension. Granted the decision to adopt a metric system in this country, there could be no question but that SI was the correct one to adopt. It is not precisely the same as the traditional metric system at present in use on the Continent, but it seemed likely that it would become so, and, as the British Standards Institution pointed out, one change from Imperial to SI was far more logical than a change to traditional metric, followed by a change to SI.SI avoids all the difficulties mentioned by Turner, but, as B.S.I, state (and Turner indeed infers in his statement that ‘speed (will be measured) in kilometres/hour’), we cannot abandon the hour and the day, which SI would require to be expressed as 86·4 kiloseconds and 31·4496 megaseconds respectively. Angle, too, presents a problem. The radian is quite irreplaceable in some mathematical fields but one cannot express a right angle or a complete revolution as a rational figure in radians. Horscroft revives the metric grade of one-hundredth of a right angle, but, as he points out, this logically demands a new basis for time measurement.
The Treble Bearing Problem
Authors: Cotter Charles H. 
Published: January 2010

It may come as a surprise to many navigators that the interesting and valuable, although seemingly little-used, method in which three successive bearings of a single fixed mark are used to find course made good, has a history of not more than about half a century.When two or more suitably placed marks are in sight the course made good may readily be found from a series of fixes by cross bearings, and this technique is commonly used by coastal navigators. When, however, a single mark alone is available the reliability of running fixes depends upon the accuracy of estimations of courses and distances made good in the intervals between successive bearings. A table for finding the distance of a mark from two bearings and the distance run in the interval between observations was inserted in the first edition of Raper's Practice of Navigation in which the author informs his readers that the table was constructed at the suggestion of Sir Francis Beaufort and that it first appeared in the Nautical Magazine.
‘A Prospect of Navigation’
Authors: Mabuchi Shigeaki 
Published: January 2010

It is interesting to consider navigation and the problem of traffic control with the common underlying concept of randomness, though Anderson's presentation seems more oriented to thermodynamics than to information theory. But the underlying philosophy is the same: entropy never increases.In order to decrease entropy without the help of Maxwell's demon we have to introduce work or energy, that is we measure the state of a specific object and control that state with the aid of the information gained.
The Distribution of Collisions in Japan and the Method of the Estimation of the Collision Danger
Authors: Fujii Yahei , Yamanouchi Hiroyuki 
Published: January 2010

The distribution of ship collisions in Japan is investigated and a method for estimating the number of collisions in harbours and straits is proposed, making use of maps of collision locations and the results of traffic surveys.There are two major sources of information on marine casualties in Japan: the Report on Marine Casualty Statistics, made by the Ministry of Transport, and Report on Casualties Requiring Rescue, made by the Maritime Safety Agency. The former is based on the compulsory reports from either ship operators or owners, and casualties to foreign vessels are not included. A bibliography of collisions in the vicinity of Japan was made by taking the original report cards, overlapping data being carefully analysed.
The Mathematical Principles of Collision Avoidance
Authors: Hollingdale S. H. 
Published: January 2010

This paper is primarily concerned with principles, not with practical implementation. It is therefore reasonable to start by constructing a simplified model of the physical situation in the hope that its analysis will provide guide lines for practical action.Consider two vessels on a collision course in the open sea. An acceptable system of manoeuvres to ensure a safe passing should satisfy the following requirements;(i) Each vessel must make a positive contribution to the safety of the encounter.(ii) A mariner must be able to decide on his course of action on the basis of information readily available to him, i.e. on the compass bearing of the threat, not on its true motion or aspect.(iii) All vessels must be able to operate in accordance with the same set of rules, i.e. use a standard diagram showing the prescribed manoeuvres as a function of compass bearing only.(iv) The same set of rules must apply whether the two vessels are in visual or in radar contact.
A New System of Compass Correction
Authors: Harvey G. N. 
Published: January 2010

AbstractThis paper is concerned with two different problems. The first of these is to correct a magnetic compass so that the essential relationships for zero deviation are maintained even when the ship rolls and pitches. The Harvey-Raynes corrector is described and its advantages are explained. This corrector makes it possible to steady the compass at any time without affecting the accuracy of the existing deviation card.The second problem considered is the automatic correction of deviation for transmitting magnetic compasses. A system of ‘point-by-point’ correction is developed, based upon the representation of the deviating force by a truncated Fourier series; it is shown that such a truncated series may be represented mathematically in a form immediately suitable for practical application, some such forms being described in detail. It is shown that by means of a small additional device the ‘point-by-point’ type of corrector may be made to correct both variation and deviation, so that for any given part of the Earth the transmitting magnetic compass may be made to point true north.
Surface Currents of the Ocean and their effects on Navigation
Authors: Frankcom C. E. N. , Barlow E. W. 
Published: January 2010

One of the earliest publications about ocean currents was Dampier's Discourse of Winds, Breezes, Storm Tides and Currents published in about 1700. Dampier wrote his book in 1688 and he says:By currents I mean a motion of the sea which is different from the tides in several respects—both as to its duration and also as to its course; currents run a day, a week, nay sometimes more one way, then it may be, run another way. In some places they run six months one way and six months another. In some places they run constantly one way and never shift at all.After some remarkably detailed discussion of currents in the West Indies and off the coast of Africa and in the south seas he says, of the Indian Ocean currents, ‘north of the line the current stays with the monsoon but does not shift altogether so soon, sometimes not for three weeks or more and then never shifts again till the monsoon is settled in the contrary way’. Of the Gulf Stream he says, ‘near the shores on each side of this Gulf there are tides, especially on the Florida shore, and ships may pass which way they please, if they are acquainted’. In conclusion he says, ‘I humbly offer this not as a complete and perfect account but as a rude and imperfect beginning or specimen of what may be done by abler hands hereafter’.
Closed-Circuit Television as an Aid in Ship Control
Authors: Dean Peter J. , Lewis Ronald E. F. , Morphet R. O. 
Published: January 2010

A continuing study of ship's bridge design and ship control conducted by the Defence Research Board of Canada has recognized that the conventional method of issuing and executing verbal orders contains inherent delay and is a possible source of error in ship control. As a partial solution to this problem, it was proposed that ‘the officer originating decisions to change the course and speed should implement these decisions himself through the direct control of helm and engines on the bridge’ (p. 21). It was further proposed that the direct controls be located on a console positioned at the front of the bridge on the centre-line of the ship.The conventional location and arrangement of the bridge restricts visibility, however, in areas close to the ship, and this limited visibility from the bridge often causes manœuvring difficulties. In some instances, distances as great as 800 ft. ahead of the bow and 50 ft. abeam are ‘blind areas’. In most cases, areas aft on the centre-line cannot be seen at all. In an attempt to alleviate these problems, bridges have been extended to the sides of ships, or bridge wings provided so that much of the ship's side can be seen by the conning officer. With direct control from the centre-line and the use of a television system, bridge wings could possibly be eliminated, while still providing better close-in vision.
Contour-Based Position Lines
Authors: García-Frías J. 
Published: January 2010

Contour charts are of great value ‘providing’, as Hughes says, ‘the navigator with a quick and sure means of comparing the echo sound record he has just made with the variations in contour and so enabling him actually to plot his line of position by soundings’. But it is evident that the most useful method of using contour lines would be if the position lines based on them are plotted in the same way as every position line, i.e. by plotting the intersection of two or more of these lines. The object of this paper is to propose such a method.It is possible to plot a contour-based position line by means of the sight line to one point of a contour line and its range, because if we draw (Fig. 1) from every point of contour line A, parallels of the same length to the sight line, all points at the other end of contour line define such a position line, which may be called a range-bearing (RB) position line. Better accuracy can be obtained by sextant, using a second sight line to the same or another contour line (Fig. 2), measuring the angle α between them—then we have a position line which may be called a two-range position line. When it is possible to measure the minimum range to a contour, the angular datum can be omitted, using the position line which may be called a mini-range position line.