bluuebunny/crossref_metadata_2025_split huggingface dataset:
Avoiding Collision in Slow Vessels
Authors: Colles W. M. 
Published: January 2010

An automatic collision warning system for use at sea, using present-day lower power techniques and capable of handling up to 250 ships at a time is described. The equipment does not involve expensive computer facilities.During the past twenty years I have sailed my ketch Mara (12 tons) in the English Channel and have been involved in several close-quarter situations with large merchant ships, fortunately without accident. Any competent navigator is aware that if the bearing of the other vessel remains constant, there is a risk of collision. In Mara's case, moving at a fast walk, the threat on 090° coming at 20 kt. may pass ahead or astern. If the threat signals her intention by one or two blasts there is no problem; it is the ship that holds her course in blind silence that gives the yachtsman a cause for heart failure.
High-Speed Vessels and the Collision Regulations
Authors: Draysey G. H. 
Published: January 2010

It has become increasingly apparent that there is a pressing need to amend the Collision Regulations with special regard for the requirements of high-speed vessels. My experience as a Commander of a hydrofoil on a scheduled passenger service, in an area of high traffic density, has led me to write this paper and to add weight to the argument in favour of an early alteration of the existing Rules.There are more and more types of vessel today capable of speeds in excess of 40 and indeed up to 60 or more knots. In the Solent area alone, there are two hovercraft services and a hydrofoil service. In addition there are the experimental craft of the National Physical Laboratory, the Inter-Service Hovercraft Unit and several manufacturers use the area as a testing ground for their vessels. There are all types of high-speed vehicles proceeding in all directions, at speeds which 10 years ago would have been considered impossible.
The Growth of Aircraft Movements by 1985
Authors:   The I.A.T.A. Secretariat
Published: January 2010

The paper outlines a method used for forecasting the growth in aircraft movements between city pairs and at terminal areas, region by region, by 1985. It also determines the year by which this growth will have been achieved if the rate of growth is higher or lower than assumed. These results are examined in relation to the magnitude of the task which can be expected to face the industry in the mid-1980s. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, October 1972.In order to have any meaningful discussion on the handling of air traffic in the long-term future it is essential to have some idea of what will be the traffic volume. For the purposes of this paper the period of the mid-1980s has been chosen for the following reasons. Firstly there is a need to establish long-term system objectives; in the past we have tended endlessly to patch up existing systems without any clear idea of where we wanted to get to. The motto ‘evolution not revolution’ is important but it is meaningful only if we have a clear target for the evolutionary process. Secondly the period chosen, fifteen or so years hence, is far enough ahead to permit airlines and governments to amortize existing investments and should permit discussions free from inhibitions of an industrial nature such as fears of redundancy.
How Can we Use Area Navigation in the Terminal Area?
Authors: Hughes N. H. 
Published: January 2010

The problems of integrating aircraft using area navigation into the terminal A.T.C. environment are discussed. It is concluded that area navigation systems currently available are incompatible with current terminal A.T.C. approach sequencing and that integration is only possible in the context of both computer assistance to the approach controller and data link between the A.T.C. computer and the aircraft navigation system. The benefits of Terminal Area Navigation are briefly considered and it is suggested that the deployment of vertical navigation in a procedural role might be the better first step. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, 1972. Crown copyright.Currently available area navigation (R NAV) systems range from simple station-oriented single waypoint systems, allowing flight on paths which do not coincide with VOR radials, to complex systems in principle enabling flight from origin to destination along a pre-programmed route, including flight on a standard terminal arrival route (from holding point or feeder-fix to the approach gate). As far as Terminal Area Navigation is concerned it appears that the main objective to the R Nav system designers has been to provide a system which enables automatic navigation along the standard terminal arrival routes, as depicted in the Jeppeson Charts, and to display to the pilot his progress along the route. It appears that designers of the more sophisticated systems have tacitly assumed that when an R Nav aircraft enters the terminal area A.T.C. will be able and willing to allocate it such a route.
The Capacity of a Single-runway S.T.O.L./R.T.O.L. Airport
Authors: Attwooll V. W. , Hayfield C. P. 
Published: January 2010

A joint study is being made by C.A.A. and R.A.E. of the operation of S.T.O.L. aircraft in terminal areas, with particular reference to airport capacity. In this paper we present some results of this study concerning a single S.T.O.L./R.T.O.L. runway, to show in particular the marked effect that the need to separate aircraft for turbulent wake considerations could have on this capacity. There is considerable advantage to be gained with the heavier aircraft if this turbulent wake effect is reduced by aircraft design. The paper was presented at the 19th Technical Conference of I.A.T.A., Dublin, 1972.The development of short take-off and landing aircraft (S .T. O. L.) is being considered as one means of containing the expected growth in passenger and cargo traffic without necessarily incurring the cost and disturbance to the environment involved in building large airports for conventional aircraft (C.T.O.L.). Also for a comparable cost to that of building a C.T.O.L. airport, a number of S.T.O.L. ports can be built, thus making air travel more convenient for a larger number of people. In the system study of S.T.O.L. operations, the capacity (movements per hour) of a S.T.O.L. port is a significant parameter. A research study of future S.T.O.L. operations, using an existing airport complex as an illustration, has been carried out in the U.K. This study involved considerations both as to reducing the noise effects on the community and to increasing capacity, in order to match the future anticipated demand. This paper is limited to the capacity of a hypothetical single S.T.O.L. runway.
A New Approach to the Presentation of Marine Radar Information
Authors: Parsons S. R. , Stewart J. P. 
Published: January 2010

This paper describes a new radar system which aims to give the Master of a vessel, on a television screen, the kind of information which could be obtained visually from a wheelhouse window in daylight in clear weather. The system was described by Mr. P.O. Prior at a meeting of the Institute held on 17 January and an account of the discussion will be given in the next number of the Journal. S. R. Parsons is Chief Engineer of Kelvin Hughes and Captain J. P. Stewart a Marine Consultant.The early history of marine radar when the phrase ‘radar assisted collision’ was coined, the setting up of radar simulator schools to assist in teaching the interpretation of the radar picture, and more recently the increased number of collisions at sea, particularly in congested areas like the English Channel and the approaches to major harbours, all call into question the adequacy of the presentation of radar data on conventional relative and true-motion radar sets.
Implications of Atmospheric Conditions on S.S.T. Operations
Authors: Davies W.P. 
Published: January 2010

This note presents the results of a preliminary investigation carried out in 1966 by Polhemus Associates, Inc., into the effects of atmospheric conditions and the operation of a supersonic transport aircraft. A further study is in progress using digital processing.Section 2 shows the results of an analysis of performance data for the Concorde as published in the SUD/BAC Brochure on Performance and Operations. The basic performance data is developed and presented in a form which gives a direct indication of the sensitivity of the aircraft to temperature and/or weight variations.Section 3 illustrates typical temperature and wind structures as they occurred in January 1963 over the route from Manila to Paris via Tokyo and Anchorage. The basic data on the atmospheric structures were developed originally by McGill University, Department of Meteorology. The data have been further developed to relate the atmospheric structures to the flight path of an S.S.T. during its climb and acceleration phase and general conclusions are drawn on die effects of specific occurrences on the performance of the aircraft.
Collision-Avoidance Manœuvres
Authors: Bukhanovski I. 
Published: January 2010

The proposals of Calvert and Hollingdale (Journal,13, 127;14, 234, 379;18, 141) are of considerable interest. Soviet research work similarly leads to the conclusion that the principle of anti-clockwise rotation of the line of sight is the best if not the only way to solve the problem of manœuvring in fog whilst using radar. A rule of manœuvre embodying this principle was described inMorskoi FlotNo. 5, 1958 and later proposed by the Soviet Delegation at the Safety of Life at Sea Conference in London in 1960. The instructions to Soviet ships on the use of radar for collisionavoidance were published and deposited with I.M.C.O. as an official document.Some years laterDie Seewarte(Hamburg, October 1961) andNavigation(Paris, July 1962) published an account of an electronic manœuvre indicator constructed in the U.S.S.R. and described inMorskoi FlotNo. 2, 1959. The trials of this instrument were described inMorskoi FlotNo. 12, 1964. These publications should be of interest to members of this Institute.
The Link between Navigation Aids and Automatic Control
Authors: Anderson E. W. 
Published: January 2010

This sets down in extremely simple terms the principles by which navigation aids may be coupled to autopilots and autohelmsmen. These principles apply to human pilots and human helmsmen for a craft cannot be navigated by positional aids alone.Control by an aid that provides position only is shown to be unstable and, therefore, heading is introduced. This quickened system will be stable unless the control is unduly fierce. Such a system may not allow a craft to follow a required track exactly and, accordingly, ‘over-burdening’ may be required or, alternatively, course substituted for heading.The type of navigation aid introduces special problems. Approach to a point source aid such as a radio beam leads to an increasingly acute sensing of deviation which tends to reduce stability. The craft will, therefore, need to be settled on to the beam at a reasonable distance from the transmitter and this need will introduce special problems in ‘capturing’ the beam.Coupling to navigational aids is a basic technique in air navigation which will affect the choice of future air navigation systems. Coupling has not, however, been introduced into marine navigation. In space navigation coupling is confined to precise terminal navigation which at present is limited to launch and docking.
System Aspects of Future Airborne Computers
Authors: Roberts G. E. , McIvor J. W. 
Published: January 2010

Both civil and military aircraft are increasing in size and complexity and the range of height and speed over which they operate is extending. At the same time, cost of training aircrew is exerting pressure on managements to reduce crew numbers, usually by eliminating the need for specialists. These more expensive aircraft with smaller crews justify more elaborate computing and control systems to exploit their military capability or commercial earning power. Therefore, the need for the more extensive use of airborne computers is already well established.Due to high cost and poor reliability, analogue computing systems have only marginally satisfied the demands for increased automation in aircraft. However, recent advances in digital computer technology offer advantages in size, accuracy, flexibility and particularly in reliability over analogue methods and show promise that digital computer systems can be designed to meet the future requirements for airborne computing.
Control of the Hydrofoil Ship
Authors: Magini P. , Burroughs J. 
Published: January 2010

Modern hydrofoil ships have evolved in response to the need for a fast reliable means of sea transportation which is capable of operating in all sea conditions. It is the purpose of this paper to describe how the application of modern stabilization and navigation technology to hydrofoil ships has contributed to the achievement of these goals.First, consider the subject of stability. In particular, consider the source of roll stability in three types of ships: a displacement ship; a surface piercing hydrofoil and a submerged-foil hydrofoil. A roll disturbance of each of the ships is depicted in Fig. 1. In both the displacement ship and in the surface piercing hydrofoil, the righting moment is produced entirely by the change in attitude of the ship relative to the water surface. In the case of the displacement ship, the righting moment is due to the shift of the centre of buoyancy. For the surface piercing hydrofoil, the moment occurs due to the shift of the hydrodynamic pressure centre of the foils. However, for the submerged-foil hydrofoil, no righting moment is produced by the change of the relative position of the water surface. The righting moment for this ship must be produced by underwater control surfaces in response to the change of ship attitude relative to inertial space, as sensed by a vertical gyro. It is this transfer of stability reference from the water surface to an inertial reference that leads to the superior seakeeping capabilities of the submerged foil hydrofoil.
The Integration of Multiple Sensor Systems
Authors: De Groot Loren E. , Polhemus William L. 
Published: January 2010

Historically, the navigation of a civil transport aircraft has been the responsibility of a specialist crew member. In the performance of his assigned task, the navigator has applied a complex set of mathematical and intuitive procedures by which he made navigational information useful. Now, because of increased accuracy requirements and of economic considerations, it is becoming apparent that the job of navigator must become an automated task.An improved navigation system which meets present and future operational constraints does not lie in the development and implementation of more navigational sensors. While this approach may provide an equitable solution in the future, its present contribution would serve only to further burden crew members who are already functioning at or near their limit. Instead, the problem must be approached with the view of optimizing the tasks of a crew member who will ‘manage’ the navigation systems as a collateral duty.
A Transferred Radar Plot
Authors: Fifield L. W. J. 
Published: January 2010

Despite the fact that there is a large number of plotting aids available there must be many vessels in which radar plotting for anti-collision purposes remains a drawing exercise (transferred plotting), or is not attempted because it is believed to be a process too lengthy for the exigencies of practical work.Quoting J. R. Webster of the Board of Trade—‘Most of the collisions which have occurred have been in conditions when there were no other ships in the close-quarter situation, and in my opinion the relative display is better for judging the degree of collision risk in this case, with a simple plot to ascertain the effective avoiding action’.Believing this to be so, the following suggestion is made for simplifying plotting procedure.The information used in the plot should not require conversion in the time-distance-speed sense and this should apply to the information derived from the plot. The plot should enable the navigator to answer these questions:i. Will a collision take place if present courses and speeds are maintained ?ii. What will be the distance off at nearest approach of the target even if there is no collision ?iii. What alteration of course and/or speed is required in order that this distance off can be increased to some safe value ?iv. What time is available for action ?
Collisions in Western European Rivers
Authors: Horka Archie 
Published: January 2010

Captain A. Wepster's able and professional analysis of this subject, contained in the January issue of theJournal, confirms what many seamen have long known. That these rivers—the Schelde, the New Waterweg, the Weser and, finally, the teeming Elbe, from Brunsbuttel seaward—are the world's most difficult and demanding stretches of navigation for seamen and pilots. The Captain's excellent treatment focuses attention on this and in his final paragraph he offers several considerations which, if followed, could reduce the number of collisions.I refer to page 29; ‘Improving River and Port Authority Organizationsand, if necessary, traffic control. On page 17, with reference to changing pilots in Flushing Roads in the Schelde; who has not, when proceeding outbound, ‘overshot’ the mark when approaching the pilot ground off the Commercial Harbour ? There follows the business of making a complete circle midst moving traffic as an apologetic pilot comes a puffing to the bridge, showering abuse on the man he relieved because 'he failed to slow down in time’.I would add a specific recommendation to those offered by Captain Wepster: For vessels outbound from the Schelde, to disembark their pilots and take on Oostgat or Wandelaar pilots at a point approximately three miles upriver, say at Sloehaven. A pilot station could be maintained at that point in the manner of the present pilot office at the Flushing Mole.
‘Radar and Rule of the Road’
Authors: Swallow G. , Kemp J. F. , Clissold P. C. H. 
Published: January 2010

The amendments and additions to the existing (1960) Regulations for Preventing Collisions at Sea which were offered in theJournal,20, 103, by Captain Burger and Captain Corbet have been studied with interest. While clearly we have the same objectives at heart it will be seen from the comments that follow that the proposals are virtually unacceptable.Rule 16 (b)It is felt that the proposed re-wording is inappropriate as the words ‘hearing, apparently forward of her beam’ and ‘the position of which is not fully ascertained by sighting’ do not make sense in one sentence. Moreover, the proposed addition of the word ‘particular’ before ‘caution’ is not likely to deter the delinquent any further than the original wording.It is agreed that the present wording of Rule 16 (b) may leave something to be desired in the interpretation which can be put on ‘ascertainment of position’; this has in fact been evident by some of the different interpretations which have been given by the Courts.In the Nippon Yusen Kaishav.China Navigation Co. case of the pre-war era (1935), Lord MacMillan said, ‘In order that the position of a vessel may be ascertained by another vessel within the meaning of the Regulation she must be known by that other vessel to be in such a position that both vessels can safely proceed without risk of collision’.
A Mariner's ‘equinoctial dial’ of 1634?
Authors: Taylor Gordon E. 
Published: January 2010

Recently the author was asked to suggest how an old (Scottish?) sun-dial, inscribed on a slate slab about 50 cm across and 3 cm thick, could be put into working order and set up correctly to tell the time. Upon examination the dial was found to be of considerable historic interest. Although it was quite a well-known type of dial—an equatorial—the furniture and inscriptions suggested a definite connection with the sea. Moreover, no other identical instrument is known to exist; possibly the publication of this note may help to bring other specimens to light. For this reason it is felt that a description of the various features of this multi-purpose dial will be of some interest.Both surfaces of the dial are shown in the accompanying photographs. For clarity, a fine talcum powder was sprinkled on the dial to fill all the incised markings which would otherwise be invisible. Unfortunately the gnomon is missing. This gnomon would have passed vertically through the dial extending on either side for not less than 10 cm. Probably two circular discs with pointers were mounted centrally on the upper surface, with one of these discs bearing an arm with the ‘dioptera’, but unfortunately these items are also missing. The discs would have been capable of rotating around the gnomon. It would appear that some modifications became necessary after its construction as the four holes around the inner circle have spoilt the lettering.
A Radar Display for Collision Avoidance
Authors: Wikkenhauser G. 
Published: January 2010

In the October issue of theJournal(19, 529), Commander Clissold puts forward a type of radar display which might be useful for collision avoidance, as it intends to show the aspect of the ship representing the danger. To achieve this a long afterglow screen would be used and the display would be oriented head-up, i.e. ship's head at the top of the picture to correspond as closely as possible with a possible visible situation. An electronic cursor, bearing line, would indicate a danger of collision if on constant bearing. This type of display is said to show tracks true relative to own ship's course.Apart from the fact that 30 seconds afterglow, decaying exponentially as an excited phosphor screen would, might be too short for showing up tracks efficiently, there are some other difficulties as well with such a display. Obviously aspects of target ship would not be shown but implied only by the afterglow track. Furthermore, a display of this kind would be a true-motion type display not necessarily north stabilized but nevertheless showing all motion of other ships in true, if own ship's speed is compensated for in displacing the origin of the radial scan. The difficulty will arise if own ship changes heading and unless this heading change is also compensated for, like in a north-up stabilized true-motion display, smearing of all echoes will occur. A heading change of own ship, therefore, will produce additional apparent tracks of other ships and the apparent displacement of fixed targets.
A Note on Hariot's Method of Obtaining Meridional Parts
Authors: Pepper Jon V. 
Published: January 2010

In an article in thisJournalsome years ago, the late Professor E. G. R. Taylor and Dr. D. H. Sadler drew attention to and discussed Hariot's calculation of meridonal parts. The question was raised but not answered as to ‘how Hariot discovered the extremely complex and far from obvious method’ that he used. This note draws attention to a possible, and indeed a very likely, way in which the method may have been discovered.The conformal property of the stereographic projection of the surface of a globe from a pole on to its equatorial plane has been known since antiquity. It is used in the design of the astronomer's astrolabe. Hariot's manuscripts contain in more than one place a diagram for a proof of the property. One of these is reproduced in a recent article on Hariot. Halley, in an article on meridional parts, says of the conformal property, ‘But this not being vulgarly known, must not be assumed without a Demonstration’. From this result he obtains the formula for meridional parts, unaware that the same proof may have been used almost exactly a hundred years previously. In fact, he says, ‘I hope I may be entituled to a share in the emprovements of this useful part of Geometry’ on the basis of ‘having attained … a very facile and natural demonstration of the said Analogy’.