bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Effectiveness of Ship Routing off North West Europe
Authors: Cockcroft A. N. 
Published: November 2009

Traffic separation was first introduced on a voluntary basis in the Dover Strait in September 1967, just over fifteen years ago. Compliance with the IMO provisions relating to traffic separation schemes has been mandatory for all ships during the last five years and for some ships for as much as ten years. It may therefore be appropriate to assess the effectiveness of routing off North West Europe by comparing collision statistics for five-year periods since 1957.The results given in the following tables apply only to collisions involving trading vessels of over 100 g.r.t. under way and not engaged in any special activities. Collisions in harbours, rivers and congested port approaches where special circumstances apply are not included. The figures quoted for the Dover Strait have been checked against the results obtained by the National Maritime Institute but are based on different criteria, and there may be some discrepancies.The area covered is the coastal region from the south-western approaches to the Ushant TSS to the approaches to the Elbe including all parts of the English Channel and the Dover Strait, but not including waters off the East Coast of England which are well clear of the traffic separation schemes and deep-water routes.The numbers of collisions are based almost entirely on Lloyd's Weekly Casualty Reports. Information relating to encounter situations is based on voyage data supplemented wherever possible by information received from additional sources relating to the actual courses steered by each vessel. It is not claimed that the figures constitute a precise record but they should provide a good indication of changes in the incidence of collision off North West Europe.
Traffic Separation—What Next?
Authors: Emden R. K. N. 
Published: November 2009

It is now generally agreed that the principles of traffic separation, in formulation of which this Institute has played an important part, are proving themselves a success and now that Imco traffic separation schemes have acquired a legal status, specifically under Rule 10 of the International Regulations for Preventing Collisions at Sea (1972), it is appropriate to take stock of the situation and to look ahead.As far as the Dover Strait is concerned it can be surely said that the number of ships contravening the Regulations continues to decrease and, more important, that the number of collisions has been reduced. Nevertheless apparent infringements continue to occur at the rate of nearly one. every hour and there have already been three collisions this year. In the Dover Strait we have a daily throughput of 300 ships and an average crossing population of about 200 passages each day. Nevertheless the average tonnage of all ships is only about 2000; it may well be a small ship which will precipitate a disaster, and it is mainly with the problems of the small ship that I am now concerned. The aim of this paper is to suggest possible steps which may be taken to improve the safety of navigation and by promoting discussion it may be possible to obtain a clearer view of the mariner's needs, what is practical in the way of meeting these needs, and what new ideas may have to be introduced if there should be a demand for further action. These include passive measures, which must be handled administratively and ashore, and active measures, which directly concern the master's navigation of his ship.
Casualties to Tankers in the Baltic 1960–1975
Authors: Kostilainen Valter , Tuovinen Pekka 
Published: November 2009

Data relating to a total of 74 tanker casualties in the Baltic area during 1971–5 have been analysed and compared with the earlier collected data on 268 tanker casualties. The discussion concerns local and seasonal distribution. The statistics also cover the nationality, age and size of ship involved. Emphasis is laid upon the need for a more efficient casualty reporting system and new methods of data collection are presented.The Baltic, Gulf of Bothnia and Gulf of Finland form a limited sea-water basin, where the change of water is small and the evidence of man marked. One of the worst threats to the sea water is the oil leaked from ships. This oil gets into the water in ship casualties or by accidental or deliberate discharge of spill oil into the sea. The oil amounts leaking into the water are very large in ship accidents if the ship or ships in question are tankers in loaded conditions and tanks are damaged.
A Brief History of Sailing Directions
Authors: Cotter Charles H. 
Published: November 2009

Sailing Directions nowadays implies ‘Pilots’, with which all mariners are familiar. However, the term in a broader sense embraces a wide range of printed and descriptive material of help to the seaman. In this paper, which was presented at a meeting of the Solent Branch of the Institute in December 1979, Dr Cotter traces the origins of the publications – pilot books, light lists, tide tables, and indeed charts – which are now available to the navigator. The paper has been abridged.Men sailed the seas and made extended voyages, without benefit of instruments now considered vitally necessary, thousands of years before the invention of chart and compass, the pre-eminent instruments of navigation. To the question: ‘How did an ancient sea-trader shape his course in the confident expectation of reaching his destination safely?’ there is no complete answer. But we can be fairly certain that early seafarers learnt the techniques of their craft through observation and experience supplemented by verbal instruction and advice from their more-experienced contemporaries.
Ship Speed Measurement
Authors: Robinson C. A. 
Published: November 2009

If an analysis is made of the speed of a ship using data recorded in log-books the results are extremely disappointing, and do not reflect the accuracies of the instrumentation in use. Even data from a satellite navigator, where the speeds should have an accuracy of better than I per cent, give a I-knot band in recorded speed; in a 20-knot ship this is 5. per cent. Such inaccuracies require explanation.To begin with one must ask what is meant by ship's speed, and different interpretations come from different people. The navigator is concerned with speed over the ground, while the naval architect or marine engineer is mainly interested in the forward speed of the ship through the water. On the other hand a compiler of ocean current data will require both the speed over the ground and the speed made good through the water, but the latter must take leeway into account. Finally, a weather routing consultant is looking for the actual forward speed the ship can achieve through the water in the prevailing weather conditions. All users of speed data may require other related information, such as the ocean currents and the leeway characteristics of the ship, which can in fact only be compiled from ship speed data. At the present time all these different requirements have to be satisfied by the speeds measured at sea and recorded in the logbooks and their abstracts. Ships' officers compile these records, but by the nature of their work they are biased towards the navigational concept of speed.
Ship Routing—Present Status and Future Trends
Authors: Paton J. 
Published: November 2009

Commander Paton's paper, here slightly condensed, was presented at the Fourth International Symposium on Vessel Traffic Services held in Bremen from 28 to 30 April 1981. The author is Hydrographic Adviser to the Department of Trade, but the views expressed here should not be taken to represent those of the Department. Commander Paton has also for some years been Chairman of IMCO's Working Group on routing matters.Apart from some wartime measures, modern ship routing really dates from the early sixties, when the Institutes of Navigation in Britain, France and Germany set up a joint Working Group on traffic separation. The principal result of their labours was the Dover Strait traffic separation scheme, jointly submitted to IMCO by the British, French and German Governments and implemented in 1967. This was followed by various proposals for the North Sea, Baltic and elsewhere, considerable impetus being given by the Torrey Canyon disaster off the Scilly Isles in 1967.
The Use of Globes in Navigation
Authors: May W. E. 
Published: November 2009

To what extent, if at all, were globes used for practical navigation during the sixteenth and early seventeenth centuries? Globes were discussed by several writers of the period, but, with the exception of John Davis, these were not practical seamen. What evidence is there that globes were ever actually used by navigators at sea?The first recorded globe was made by Martin Behaim in 1490. The most celebrated makers who followed were Gemma Frisius in 1530, Gerhard Mercator in 1541 and Emery Molyneux in 1592.
Automatic Radar Plotting Systems
Authors: Wylie F. J. 
Published: November 2009

If I may continue Mr. Harrison's analogistic extravaganza for only a moment, I would like to say that whatever smoke, haze or fog there may have been in his vicinity it has prevented him from identifying the target at which I and my colleagues have been firing. I must also say that his bland assumption of the superiority of his own gunnery is hardly complimentary to the highly qualified and experienced support without which, as he well knows, no simple sailor would venture into such a technical action.None of my comments made upon this subject thus far have denied the existence of errors, cyclic or otherwise, in the sources from which the radar data is drawn; nor have I disagreed with the evidence and the theories about the size and character of such errors, and the resulting prediction errors they might cause, which have been adduced by the various experts (in electronics), under the conditions and within the limits which they postulate.
Reporting Near Misses at Sea
Authors: Taylor W. B. R. 
Published: November 2009

It is suggested by D. Nicolson (this Journal29, 414) that there is a need for reporting near misses at sea, similar to the system which has been in force for air navigation since the late 1950's. He also suggests that the primary function of such a system would be as a training aid in nautical colleges and training establishments, but that it could also provide statistical evidence. While agreeing on the urgent need for a reporting system I would expect a different order of priorities.An internationally established system of reporting near misses at sea could serve many valuable purposes. It would indeed provide a useful training aid if the reports were given in full detail. The system as suggested would not, however, be complete since it would not be international in character, and might only flourish in vessels whose officers still require to sit for further professional qualifications. To be statistically valid a reporting system would have to be international and apply to all types of craft, from the warship and passenger liner to the fishing vessel and yacht.
The Measurement of Ship Speed and Its Applications
Authors: Barker W. D. J. 
Published: November 2009

Captain Barker's paper was presented at a one-day seminar on The Selection and Display of Navigational Information at Sea, jointly organised by the Royal Institute of Navigation and the Nautical Institute in London on 11 December 1980.It does not seem so long ago since a shipmaster could not do better than proceed at utmost speed, mindful of sea conditions for heavy weather damage and of fog, for a successful conclusion to a commercial venture. Today the cost of bunkers may exceed the income earned on the freight. Commercial organizations carrying their own cargoes have always had to operate at speeds that relate to freight levels, but owners with their ships on charter, who were never very concerned in conserving bunkers, are now more closely scrutinized on the way they operate their ships, and particular attention is paid to the speed-consumption curve.
Monitoring Arctic Ice Movements with Satellite Doppler
Authors: Hittel Alexander 
Published: November 2009

This paper was originally presented at the Second Symposium on Satellite-Doppler Positioning in Austin, Texas in January 1979.The application of doppler satellite technology to ice-movement studies requiring high-quality positional determination ( ± 1 m) has proved of great value in remote areas of Canada. Potential oil and gas anomalies in the Arctic Islands, hundreds of kilometres from land, can now be successfully monitored with regard to ice-floe movement by remote methods on an almost daily basis. Extensive field tests conducted in the Calgary area during the fall of 1976 showed that daily movements as small as 1 m could be detected with high-quality satellite receivers using rigorous three-dimensional multi-station computer processing methods.
Routing in the English Channel
Authors: Cockcroft A. N. 
Published: November 2009

Following the Amoco Cadiz disaster in 1978 proposals were put forward, and ultimately accepted by IMCO, for a revision of the traffic separation schemes off Ushant and the Casquets, the broad effect of which was to keep large tankers (and those carrying hazardous cargoes) further off the French coast. The modifications came in for some criticism and recent Anglo-French proposals have now secured IMCO agreement. Prior to that a purely United Kingdom working group sought to formulate a comprehensive and continuous routing scheme for the whole English Channel.Captain Cockcroft who, as an observer for IAIN at IMCO and as RIN representative on the UK working group on Channel Routing, has played a leading part in these discussions, here describes some of the problems and considers issues raised by concepts such as ‘areas to be avoided’, and finally, within the context of traffic separation in straits, proposes alterations to the Collision Regulations which govern the crossing of traffic lanes and the use of inshore traffic zones.
Hyperbolic Origins
Authors: Powell Claud 
Published: November 2009

In this paper Claud Powell, formerly of the Decca Navigator Company, discusses the antecedents of modern radio position-fixing systems whose position lines are of hyperbolic form. The paper was presented at an Ordinary Meeting held in London on 22 April with Rear-Admiral D. W. Haslam in the Chair.Until very recently in human history, the fixing of position for navigational and kindred purposes depended principally upon the measurement of angles. An escape from the limitations of this essentially visual process had to await the development, through advances in electrical and later in electronic engineering, of what E. W. Anderson has termed the ‘timing of waves’. This classification covers virtually all the non-visual methods of deriving a line of position, for example the measurement of range by timing the roundtrip of a signal travelling at a known speed to a reflector or transponder and back; the measurement of ‘pseudo-range’ by comparing the times of signal transmission and reception according to local clocks; and the differential measurement of range to two known points some distance apart by timing the interval between the reception of synchronized signals transmitted from those points.
A Simple Radar for Navigation Accuracy Measurements
Authors: Nagaoka S. , Yoshioka E. , Muto P. T. 
Published: November 2009

Recent growth in air-traffic movements is causing severe traffic congestion problems in terminal areas and en route. To meet these demands for more effective and safe utilization of airspace, separation standards in an air-traffic-control environment are being studied by the Review of the General Concept of Separation Panel (RGCSP) of the International Civil Aviation Organization.One of the most effective ways of evaluating separation standards would be a mathematical method using a collision-risk model, for which we require data on the navigation accuracy of current aircraft as one of the parameters. At present, the data on navigation accuracy in the vertical dimension (height-keeping error) do not permit us to derive any definite conclusions on the distribution of navigational errors. In order to survey height-keeping errors we have developed a simple height-finding radar system, the Navigation Accuracy Measurement System (NAMS), based on a curve-fitting method. Thanks to this principle, NAMS has an advantage in its comparatively lower cost and simple structure.The system consists of an antenna whose radiation pattern is a fan beam, a transceiver, a digitizer and a mini-computer. The antenna rotates about a horizontal axis and scans aircraft flying overhead. The height of an aircraft is estimated by processing the data obtained over several scans, using a mini-computer. This paper first outlines the characteristics of NAMS and then gives results of evaluation tests on its accuracy.
Some further observations regarding “cryoplanation terraces” on Alexander Island
Authors: Hall Kevin , André Marie-Françoise 
Published: November 2009

AbstractLandforms with the appearance of cryoplanation terraces were studied on Alexander Island in an attempt to better understand their formation and growth. Developed on sub-horizontal sedimentary rocks, with 360° exposure around a nunatak, the terraces show a distinct equatorward orientational preference and an increase in terrace size with elevation. Available data fail to indicate any evidence of freeze-thaw weathering and information relating to present-day debris transport is singularly absent. Thermal data from the rock exposures showed variability that could cause thermal fatigue but no rates of change of temperature commensurate with thermal shock were recorded. Terrace development appears to be connected with lithological differences in the local sandstones, with growth along sedimentary junctions. Although presently in a permafrost environment, the available information on these landforms does not appear to be compatible with that generally accepted for cryoplanation terraces.
Late autumn to spring changes in the inorganic and organic carbon dissolved in the water column at Scholaert Channel, West Antarctica
Authors: Wang Xiaomeng , Yang Gui-Peng , López Damian , Ferreyra Gustavo , Lemarchand Karine , Xie Huixiang 
Published: November 2009

AbstractThe temporal changes in dissolved inorganic (DIC) and organic carbon concentrations (DOC) were monitored from late autumn to spring 2006 in the Scholaert Channel, West Antarctic Peninsula. Surface DIC spanned a small range (2163.3 to 2194.5 μmol kg-1), increasing from late autumn to winter and then decreasing in spring. An excess of DOC (7.0–63.6 μmol l-1), against a deepwater background concentration of 44 μmol l-1, existed in the surface mixed layer throughout the sampling period. Mass-balance budgeting indicates that the DIC dynamics were primarily governed by remineralization in winter and by primary production in spring despite very low biomass of both autotrophic and heterotrophic organisms. The net community production (7.3 mmol C m-2d-1) in spring was mainly partitioned to DOC accumulation (3.6 mmol m-2d-1) and downward export of particulate organic carbon (POC) (2.9 mmol m-2d-1) rather than POC accretion (0.8 mmol m-2d-1) in the surface mixed layer. The study area acted as a source of CO2to the atmosphere in winter (∼0.8 mmol m-2d-1) and a sink in spring (2.3–5.3 mmol m-2d-1), and hence was not a one-way CO2sink as had been previously hypothesized for marginal sea ice zones.
Shamanism, Totemism and Rock Art: Les Chamanes de la Préhistoire in the Context of Rock Art Research
Authors: Layton Robert 
Published: November 2009

Les Chamanes de la Préhistoire: Transe et Magie dans les Grottes Ornées, by Jean Clottes & David Lewis-Williams, 1996. Paris: Éditions Seuil; ISBN 2-02-028902-4 hardback 249FF, 110 pp., 114 colour ills.The Shamans of Prehistory: Trance and Magic in the Painted Caves, by Jean Clottes & David Lewis-Williams, 1996. New York (NY): Harry N. Abrams; ISBN 0-8109-4182-1 hardback, US$49.50, 120 pp., 116 colour ills.Jean Clottes and David Lewis-Williams' recent book Les Chamanes de la Préhistoire builds on a body of rock art research which has come to dominate the field, marginalizing interest in other cultural themes such as totemism and records of everyday foraging. Shamanism and totemism are, however, two of the most pervasive indigenous theories of being to have been discussed in the anthropological literature. The word totem comes from the Ojibwa, a native North American people, while the word shaman comes from the Tungus of central Siberia. Their use cross-culturally to refer to types of religion (i.e. shamanism and totemism), is an artefact of anthropology. Shamanism can be applied to customs that are inferred to have arisen independently in different parts of the world; customs in a single circum-arctic culture area; or scattered survivals from an allegedly original human condition. The cross-cultural validity of shamanism has been considered by Eliade, Lewis, Hultkrantz and Vitebsky. Shamanism refers to the use of spirits as guardians and helpers of individuals, contacted through trance. The validity of totemism as a cross-culturally-valid category has been vigorously debated in anthropology. It is generally agreed to refer to the use of animals or plants as emblems or guardians of social groups celebrated in ritual. The rationale of totemism is that each group is identified with a different species; the significance of each species derives from its place in the cognitive structure. Group A is kangaroo because it is not emu or python. While Durkheim interpreted totemism as the original human religion, Lévi-Strauss persuasively argued that totemism is a product of human cognition, which has developed independently in North America, Australia and Africa.
Jupiter – friend or foe? III: the Oort cloud comets
Authors: Horner J. , Jones B.W. , Chambers J. 
Published: November 2009

AbstractIt has long been assumed that the planet Jupiter acts as a giant shield, significantly lowering the impact rate of minor bodies on Earth. However, until recently, very little work had been carried out examining the role played by Jupiter in determining the frequency of such collisions. In this work, the third of a series of papers, we examine the degree to which the impact rate on Earth resulting from the Oort cloud comets is enhanced or lessened by the presence of a giant planet in a Jupiter-like orbit, in an attempt to more fully understand the impact regime under which life on Earth has developed. Our results show that the presence of a giant planet in a Jupiter-like orbit significantly alters the impact rate of Oort cloud comets on Earth, decreasing the rate as the mass of the giant planet increases. The greatest bombardment flux is observed when no giant planet is present.