bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Journals of Captain James Cook
Authors: Ritchie G. S. 
Published: January 2010

FOR some 15 years past, Dr. J. C. Beaglehole has been editing the Journals of Captain Cook for the Hakluyt Society. These embrace the three great Pacific voyages, and it is a happy circumstance that the two volumes covering the third voyage, and which complete a series of four massive volumes, have been published by the Cambridge University Press in 1967 in good time for the 200th anniversary, on 26 August this year, of the sailing from Plymouth of Cook in the Endeavour on his first great voyage to the Pacific.Having loosed the topsails as a signal for sailing and hoisted a Jack at the fore topmast to inform Mr. Banks to come on board on 25 August 1768, Cook sailed in Endeavour next day. The undramatic entry in his journal began—‘At 2 p.m. got under sail and put to sea having on board 94 persons including Officers, Seamen, Gentlemen and their Servants, near 18 months provisions, 10 Carriage guns, 12 Swivels with good store of Ammunition and stores of all kinds’.Now, with these four volumes, the Hakluyt Society, for the first time, has made available to us the daily entries set down by Cook from that first day of sailing in 1768, throughout the three voyages, until his final entry on 17 January 1779.
Radar Training for Blind Pilotage
Authors: Wepster A. 
Published: January 2010

For some years the principal maritime nations have provided sea-going and future Masters and mates with some form of radar simulator training. These training courses, although differing in duration, subject material, training method and technique, had one common aim: to familiarize responsible sea-going personnel with radar as an instrument. They taught understanding of the various instrument controls, picture or display interpretation, plotting and anti-collision tactics based on the existing international Rules of the Road and Admiralty Court jurisprudence: and all this for open-sea conditions where the Master is sole master of the situation and with no outside adviser at his disposal. Many Masters and mates have followed these very necessary and useful training courses and many more will undoubtedly follow, for nobody should today go to sea in a responsible position as Master or officer of the watch without such training. Recently, pilot authorities have started to send their pilots to the same courses and again this is a step in the right direction.A recent survey by Burger and Corbet (Welsh Institute of Technology) has furthermore shown that those trained do not seem to obtain full advantage of the acquired knowledge, once they are back in actual practice. This fact plus the fast technical advances in electronics and consequently new radar techniques should eventually lead to the institution of refresher courses.
Radar Navigation Simplified
Authors: Bramhill W. F. 
Published: January 2010

This paper describes a radar technique developed in the course of practical experience in cross-channel ferries, high-speed very manœuvrable craft. The principles of the parallel index system of radar navigation are treated in the Admiralty Manual of Navigation, Vol. I.A practical radio operator does not have to translate consciously the sounds that he hears into morse symbols and then into letters of the alphabet. In the same way an experienced radar operator can become adept at interpreting a relative radar display without actually drawing the vector triangle; the saving of time is important in multitarget situations. The emphasis in the system described here is upon the relative motion which is directly observed on the radar screen.
Some Human Factors of Aircraft Accidents Involving Collision with High Ground
Authors: Ruffell Smith H. P. 
Published: January 2010

As air traffic is expanding rapidly, more and more people are exposed to the possibility of accident. Although safety per passenger-seat mile continues to improve; because of the increasing capacity of aircraft this does not necessarily mean that the accident rate per trip follows the same pattern. The majority of accidents happen during take-off and landing but they are not necessarily associated with loss of life. The application of crash survival factors to structure and improvement in the restraint equipment for crew and passengers; the provision of rapid exit facilities and the reduction of the chances of conflagration have all played their part in improving the chances of survival.Accidents involving collision with high ground on the other hand are almost always catastrophic and usually fatal to all the occupants. The statistics issued by I.A.T.A. show that some 40 per cent of all passenger deaths, in the airlines contributing figures, are due to this cause. Because of this it is imperative to consider every aspect of them that might lead to their reduction.
The Ethics of Using Large Tankers
Authors: Kemp J. F. 
Published: January 2010

COMMANDANT OUDET'S paper ‘The Black Flood’ is a masterly analysis of the circumstances surrounding the loss of the Torrey Canyon. We have come to expect contributions of this standard from Commandant Oudet, so much so that one wonders whether the sort of international tribunal which he advocates would be more effective in pointing to the lessons to be learned from casualties than Commandant Oudet's own work has been for many years past. In his discussion of the Torrey Canyon loss, Commandant Oudet raises the question of whether the size of tankers should be limited. This question has been voiced elsewhere with the implication that, economics apart, the trend towards larger and larger tankers is a bad thing. It deserves a more detailed study.To simplify this study a hypothetical case is considered in which a company has to transport oil at a rate of 200,000 tons per week between two ports where the round voyage takes two weeks. In theory this could be done using one 400,000-ton tanker, two 2000,000-ton tankers, …sixteen 25,000-ton tankers, …forty 10,000-ton tankers…. Economic considerations favour the use of large tankers provided there is sufficient water at the two terminals and enroute, but is this morally justified in view of the possibility of repetitions of the Torrey Canyon incident?
Line of Position from a Horizontal Angle
Authors: Seddon J. Carl 
Published: January 2010

A horizontal angle between two charted objects provides a line of position and two angles between three or four objects will provide a fix or running fix except in the unique case of a ‘swinger’ or ‘revolver’. The method is faster than the conventional three-arm protractor.A pelorus is frequently used to obtain two or more bearings for a position fix with generally sufficient accuracy. In rough weather the fix may not be particularly accurate, especially if the charted objects are a long distance away, such as lighthouses. If greater accuracy is desired, one solution is to use a sextant held horizontally to measure the two angles between three charted objects, plotting the fix by means of a three-arm protractor. The angles must be less than the 120-degree capability of the sextant and must be taken essentially simultaneously unless the snip's speed is slow. In some cases, it may be found that two objects lie to starboard and two to port, but the angles between the pairs exceed 120 degrees. The three-arm protractor cannot be used in this case. The method to be described will provide a fix or running fix without using a three-arm protractor.
Precision Clocks as a Basis for a Navigation System
Authors: Jones S. S. D. 
Published: January 2010

The technological history of navigation and that of time measurement have proceeded side-by-side for centuries and have interacted one upon the other. Improvements in navigation sensors have stimulated corresponding improvements in chronology and, more recently, improvements in the technology of time measurement and frequency control have in turn stimulated developments in navigation techniques.Prior to the seventeenth century the available methods of time measurement were very crude but, in terms of accuracy, were consistent with the performance of the very imprecise sensors that were available for dead reckoning. The sand-glass provided a reasonable match, in terms of accuracy, to the Dutchman's log.
Exploration with a Computer on Rhumb-line Sailing
Authors: Moss B. J. 
Published: January 2010

The navigator is frequently faced with the task of finding the course and distance along a rhumb-line between two places on the Earth's surface.The following paragraphs tell of a two-part investigation into the methods of calculating rhumb-line courses and distances.Part I deals with a comparison of the methods used and the results are presented in graphic form.Part II considers the various corrections that may be applied to mean latitude sailing to get better results.
A New Use for the Traverse Table
Authors: Sorab Pesi 
Published: January 2010

There are occasions when it can be useful to plot bearings from objects not shown on the chart, for example a radiobeacon or a lighthouse outside the coverage of the chart in use. The traverse table may be used for this purpose in the following manner:1. Establish the latitude and longitude of the object (radiobeacon, lighthouse, &c).2. Choose a convenient latitude from which to plot the bearing and calculate the difference of latitude between it and the object.3. With the bearing as course extract from the tables the departure corresponding to this d. lat.4. For the middle (or mean) latitude derive the corresponding d. long. and apply it to the longitude of the bearing object.5. Plot the bearing, as a position line, through the chosen latitude and the longitude thus derived.
Rules for Today's Circumstances
Authors: Kemp J. F. 
Published: January 2010

There are three main reasons why the rules for preventing collisions at sea need revising:Rule 21 is unsatisfactory. This is particularly the case in encounters between vessels of widely different speeds and manœuvring capabilities when Rule 19 may require an unreasonable manœuvre from the slower and more ponderous craft and Rule 21 at the same time prohibits manœuvre by the more easily handled craft.If in an encounter the giving-way vessel does not take action in good time, Rule 21 requires that the other vessel must maintain a collision course until the situation becomes so dangerous that action by one vessel is insufficient to prevent collision. For a rule which is intended to prevent collision this seems hardly credible, but in fact Rule 21 does legislate to maintain a risk situation from a time where disengagement might be comparatively easy to a point where it is almost impossible.It is often suggested that moderate speed in fog should be a function of the performance of the ship in question, but if Rule 21 is to be observed when vessels sight one another, then it ought to be a function of the performance of the vessel required to give way. This of course may not be known until the sighting.Because it is unnatural to maintain course and speed into a dangerous situation, Rule 21 is frequently disregarded, particularly by navigators of fast and highly manœuvrable craft.
Traffic Distribution and Collision Rate/Size Correlations Derived from Dover Straits Survey Data
Authors: Goodwin E. M. 
Published: January 2010

After reading the first two reports on the surveys of marine traffic in the Dover Strait conducted by the National Physical Laboratory, it was decided to investigate the possibility of applying the results to two points raised in recent issues of the Journal.The first question studied was one suggested by Beattie, in his article on the first of the above traffic surveys. It was noted that there was quite a variation in the number of ships per hour passing through a given area. This could have been caused by a systematic tendency for ships to come through in clusters or could be a perfectly random variation. If the variation was completely random then the frequency distribution of ships per hour should follow a standard statistical distribution known as the Poisson distribution. For each of six separate distributions obtained from the results of the surveys on 26 February to 1 March 1971 and 27 April to 29 April 1971, the appropriate theoretical Poisson distribution was fitted and tests made to assess how close the theoretical and observed distributions were. The results of the calculations are summarized below in the table.
The Development of Shipborne Navigational Radar
Authors: Hansford R. F. 
Published: January 2010

AbstractA Brief introduction on the purpose of the paper constitutes Part 1.Part 2 of the paper traces' the historical development of navigational radar in the United Kingdom from the beginning of the late war to the present day. The use that was made of the very early radars is mentioned and the improvement brought about by the introduction of the PPI and centimetre radar is described. An account is given of how radar assisted the Normandy landings, of the techniques employed and the lessons that were learned. It is shown how a change to shorter wavelengths improved the performance, and how this made possible a large experiment in the Scheldt Estuary designed to help convoys to reach Antwerp in fog; the navigational difficulties of this experiment are described and it is shown how an elaborate drill had to be prepared for navigating these difficult channels to allow the troubles to be overcome. The thought that was devoted to the navigational needs of the Merchant Service in peacetime is dealt with, together with the elaborate trials that were carried out in the Thames Estuary to check the plans for peacetime development. It is shown how the new equipments which were developed brought about a large improvement in performance and ease of operation. In particular, the use of new displays allowing the PPI to be superimposed on the chart is dealt with and the simplification of navigation and pilotage which this allowed; the success with which ships were navigated and piloted on radar information alone is also dealt with. Some notes are included on the work of the two first International Meetings on Radio Aids to Marine Navigation. A short account is given of some experiences with radar in Norwegian Fjords.Part 3 describes the present position where commercial navigational radars are in production and fitted to a number of British and foreign vessels. This part compares the performance of some British and United States equipments and also compares the requirements of the British and United States Government performance specifications.Part 4 reviews some of the problems outstanding today and makes some suggestions on possible future developments. In particular, suggestions are offered on improved PPI'S, on new systems of chart comparison, on an alternative form of display for ship-handling and, looking rather further ahead, on a new form of close range and pilotage radar.
Radar and the Weather
Authors: Satow P. G. 
Published: January 2010

AbstractThe paper is divided into two parts.Part 1, under the heading of Non-standard Propagation, concerns variations in the apparent performance of marine navigational radar in its use for detecting shipping and land targets. The effects of changes in the density of the lower layers of the atmosphere on radar transmissions, their distortion of radar coverage for better or for worse, and resultant errors in the evaluation of echoes are here examined.Part 2 describes the way in which weather echoes may influence and restrict radar-assisted navigation. The attenuation of field strength with various types and intensities of precipitation, and the effects of these factors on the navigational and collision-warning uses of radar are examined. The detection, tracking, and application of weather echoes as an aid to short-range weather forecasting are also covered.
Margetts's Horary Tables
Authors: Sadler D. H. 
Published: January 2010

IN the course of a systematic search for tables or graphs using the principles appealed to in the Experimental Astronomical Navigation Tables (see p. 333), I examined a copy of the above tables, whose full title follows:‘Margetts's Horary Tables for shewing by Inspection the Apparent Diurnal Motion of the Sun, Moon and Stars, the Latitude of a Ship and the Azimuth, Time or Altitude corresponding with any Celestial Object.‘London. Printed for and sold by the Author. “Published as the Act directs 1st July 1790.”’These tables (or diagrams) do not appear to be well known and they seem to possess sufficient interest to warrant notice. The author's own description is so precise that I can do no better than to repeat it verbatim with a few added notes of explanation. The accompanying photograph, reproduced from the copy in the collection of navigational books and tables in the Admiralty Library by kind permission of the Admiralty Archivist, shows a typical opening of the tables.I have been unable, in the course of an admittedly hurried and incomplete search, to find any biographical information about Margetts. Perhaps some reader of the Journal can supply the deficiency.
The Barcoo Observations
Authors: Parker J. B. , Sadler D. H. 
Published: January 2010

In the course of a survey of the Arafura Sea by H.M.A.S. Barcoo, many astronomical observations were made under good, and controlled, conditions; through the courtesy of the Admiralty these observations have been made available for analysis. This analysis has been regarded as a pilot investigation for the working party on the accuracy of astronomical observations at sea. Its main, crude, result gives (from these observations) a standard deviation of a single observation as 1.1.During the latter half of 1952, H.M.A.S Barcoo was engaged in surveying an area, 200 miles by 30, in the Arafura Sea some 50 miles north-west of Cape Wessel. Seven fleets of beacons were laid out, each consisting of about 14 beacons at intervals of about 5 miles. The first beacon of each fleet was used as a datum beacon and its position determined by astronomical observations by three observers, both morning and evening on two days; each observer took as many stars as possible on each occasion and the mean of three or four shots of each star. The datum beacons were connected by taut-wire runs and it was found that the taut-wire distances were not in agreement with the mean positions determined from the astronomical observations. It was primarily for this reason that the observations were carefully collated by Lieutenant J. M. Child, R.N., and forwarded to the Admiralty. The observations were in due course sent to H.M. Nautical Almanac Office, where it was decided to subject them to a detailed statistical analysis. They are not suitable for inclusion in the (deliberately) heterogeneous observations being collected for the working party of the Institute on the accuracy of astronomical observations at sea; but they provide the ideal material for a pilot investigation into methods of analysis.
The Bathyscaphe's Record Descent
Authors: Houot G. S. , Willm P. 
Published: January 2010

The following is a summary of a lecture given to the Institute, in the Science Museum's lecture theatre, on 5 May 1954. Dr. G. E. R. Deacon, F.R.S., Director of the National Institute of Oceanography, was in the chair. The lecture was illustrated by slides and a film.Alexander the Great was probably the first deep-sea diver. He is supposed to have had a glass boat made and to have spent some ninety days under the water observing strange and rare animals which, it may be conjectured, were no more than mythological. Since that time a number of attempts at producing diving spheres were made, but apparently without success until in 1832 a Spaniard made one of wood, which he went down in, and, unfortunately, never came up. In 1892 a steel sphere was made by an Italian, Balzamello, who reached a depth of 165 metres. The next developments were those of the Americans Beebe and Barton, much later, in 1930–34. They dived to 908 metres in a sphere attached to its parent ship by cable. Later on Barton by himself achieved 1380 metres.
Radar and Collision at Sea
Authors: Clissold P. C. H. 
Published: January 2010

Captain G. C. Forrest's letter (this Journal, Vol. VII, p. 203) raises some interesting points well worth discussion:‘(1) That radar-using ships, taking broad evasive action, shall alter course to starboard only, and not at all once they are within five miles of the other vessel, though they may reduce speed or stop.’
Doppler Velocity Measurements of Ships
Authors: Lizoń Andrzej 
Published: January 2010

A basic parameter of a ship's motion is its velocity, a knowledge of which is important to both seaman and ship designer. Often it is sufficient to know the ship's mean speed at given engine revolutions. Sometimes the knowledge of its instantaneous velocity may also be required.Instantaneous velocity measurement is possible by means of a doppler radar. The radar is located on the ship and at a selected point of reference on shore, or on a buoy, a reflector is placed which strongly reflects the electromagnetic waves; the ship is then steered directly towards or away from the reflector. The radar emits a beam of electromagnetic waves directed toward the reflector. Due to the ship's motion in relation to the reflector, the received signal returned by the reflector is shifted in frequency from the transmitted frequency by a doppler frequency. This frequency is proportional to the instantaneous velocity. The mean velocity may be measured by counting the number of signal periods of doppler frequency. This number is the measure of the distance covered by the ship. Simultaneous measurement of the time enables the mean velocity over the given distance to be determined.This method makes possible the measurement of the instantaneous velocity and acceleration of the ship. Simultaneous observation of instantaneous velocity when measuring the mean velocity allows a measuring length along which the velocity of the ship reaches a steady value to be chosen and the maximum velocity to be measured.
An Analytic Measure for the Difficulty of Human Control
Authors: Hollister Walter M. 
Published: January 2010

An important consideration in the design of systems for human control is the difficulty of the task. An analytic measure of this subjective consideration is denned. The difficulty is a function of the lead factor which is an integrated measure of the amount of lead the human must produce. The theory together with experimental results imply that the performance function minimized by a human controller includes the amount of control as well as the amount of error. The difficulty is constrained by the capability, training and stress level of the operator. Remnant is accounted for by assuming that the operator generates additive noise as a function of the difficulty. The model is used to explain Bernotat's experimental results with prediction display.This work was performed while the author was a guest professor at the Institut für Flugführung as part of the exchange programme between M.I.T. and the Technische Universität, Berlin.