bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Navigation of Arctic Polar Submarines
Authors: Lyon Waldo K. 
Published: November 2009

In September 1931 Sir Hubert Wilkins and Harald Sverdrup made the first attempt to explore the Arctic Ocean by submarine in Wilkins's Nautilus. The Nautilus was the ex-Navy submarine O-12 modified with topside runners to slide against the underside of the sea ice. Seventeen years later the US Navy developed the sonar system necessary for safely piloting a diesel-battery submarine underneath the ice pack and began exploration of ice covered areas.In 1957, with the nuclear-powered Nautilus, the US Navy began exploration far into the Arctic Ocean. Problems were found concerning determination of ship's position, ice avoidance manoeuvres, and surfacing up through ice. Sonar and inertial navigation equipments and operating techniques were developed to solve these problems. Submarines have since sailed to all parts of the Arctic Ocean during all seasons — more than twenty explorations since 1957. The history, problems and interrelationships of the many explorations are described.Dr Lyon's paper was presented at a colloquium on the conquest of the North Pole held in Paris, 7–1 1 November 1983, and organized by the Centre d'Etudes Arctiques by whose permission it is here published. (Throughout the paper miles means nautical miles.)
Navsat: Principles and Potential
Authors: Diederich P. , Jones S. S. D. 
Published: November 2009

Navsat is a civil satellite-navigation system which was presented by the European Space Agency. It is still at the system definition phase as distinct from the pre-operational stage, but since the original presentation it has been the subject of studies which have included analysis and synthesis of the main parameters.The underlying principles of the concept as initially described by Rosetti remain unchanged but sufficient progress has now been made to predict the capability of the system in satisfying a number of objectives in the civil fields of navigation, position fixing and survey.
Dynamic Positioning Systems
Authors: Daniel J. J. S. 
Published: November 2009

The purpose of this paper, which was presented at a joint meeting held in London with the Nautical Institute on 1 December 1983, is to give an account of the development of Dynamic Positioning from its inception to the present day, a simple description of the principles on which it works, and makes some predictions about its future.Dynamic Positioning (DP) has been defined in various ways. For the purpose of this paper it will be denned as ‘The ability to hold a vessel in its desired position automatically without the use of physical restraints.’ Physical restraints are ropes, cables, anchors or any other items which connect the vessel to the bottom or to a fixed structure, be it an offshore installation or quay. The word ‘automatically’ means that manoeuvring control must be achieved without manual input.
Fishing Vessel Navigation
Authors: Witty J. H. 
Published: November 2009

The fisherman's task in navigating his craft are threefold:(i) to guide his craft safely and by the most direct route between his terminal ports and the fishing grounds;(ii) to shoot, tow and haul his fishing gear in such a manner as to prevent it being damaged or becoming fast to any obstruction on the seabed;(iii) to search for aggregations of commercial fish species and by lures, snares and the use of towed nets to capture viable quantities of the fish located.The navigation to and from the fishing ground poses the same problems as for other marine craft, but once on the grounds, using towed or encircling nets, the position of the nets, not only horizontally but also in the vertical plane, are as much his concern as is the position of the parent vessel. Most fishing grounds are situated where there are irregularities in the seabed topography or where oceanographical factors provide a rich feeding area for a range of fish species. Alternatively many fish species carry out an annual migratory journey to their spawning areas or towards more favourable environmental conditions, their shoaling behaviour at this time making them particularly susceptible to mass capture.
Precise Positioning for Port Navigation and Berthing
Authors: Danson E. F. S. , Kibble P. 
Published: November 2009

Vessel damage incurred by ships manoeuvring in restricted waters and during berthing operations has identified a need for a precise navigation system that would give a master positional information of a high degree of accuracy in a simple visual manner. Such a system would improve operations in marginal weather conditions and decrease turn-around time for the regular port user.Drawing upon its offshore survey and positioning experience, Wimpol Ltd has developed a precise vessel positioning system which meets a demanding specification with regard to accuracy, reliability and simplicity of operation.
Vehicle Navigation, Location and Control – Keynote Address
Authors: Norris Steven 
Published: November 2009

This paper and the following four papers were presented at the EURNAV-96 conference, held in London, 18–19 June 1996 and organized jointly by the Royal Institute of Navigation and the German Institute of Navigation. Copies of the full proceedings, comprising some 22 papers, may be obtained from the Director of the RIN.I am delighted to be here at the EURNAV-96 conference. Vehicle navigation, location and control is a special interest of mine and I have no doubts about its value and potential.
Dynamic Route Guidance: the prospects for establishing a sustainable business
Authors: Catling Ian , Harris Richard 
Published: November 2009

In a paper in 1988 it was confidently predicted that there would be a commercial dynamic route guidance system operating in London by about 1992. When in 1993 a review was conducted of why the optimism of the late 1980s had not been played out in reality, there were four main reasons given for the delays:(i) Availability of mapping data.(ii) Establishment of good traffic monitoring networks.(iii) Choice of communication method.(iv) Need for integration with other Intelligent Transport Systems (ITS) services.
Sailing Directions of the North Atlantic Viking Age (from about the year 860 to 1400)
Authors: Thirslund Søren 
Published: November 2009

As long as man has ventured to go to sea, sailing directions have existed. Man's survival depended upon knowing the best fishing and hunting places and how to find these were secrets, told only to family or friends.Later, sailing directions covered areas in the world where trade or new settlements had begun and, as early as 500 years B.C., some of these sailing directions were written down. They covered the Mediterranean Sea and part of western Europe and they were called PERIPLUS meaning ‘sailing around’. They contained almost the same information as sailing directions today, namely: harbours, anchorages, currents, possibilities for fresh water, provisions and other supplies.
A New High Precision Wide Area DGPS System
Authors: Ashkenazi V. , Chao C. H. J. , Chen W. , Hill C. J. , Moore T. 
Published: November 2009

This paper describes an advanced method, and the corresponding algorithms, which could provide a high precision Wide Area Differential GPS (WADGPS). The service would be suitable for single or dual frequency users, and could be introduced with very few reference stations. The two main components of the service are a precise, near real-time orbit determination of the GPS satellites, and an accurate estimation and modelling of ionospheric and tropospheric effects. Broad principles of the processing algorithms and results of both simulation and real data tests are described. User positioning accuracies of better than 2·5 m (r.m.s.) in plan and 3·0 m (r.m.s.) in height are achieved by both single and dual frequency scenarios.Wide Area Differential GPS (WADGPS) is being developed to overcome the main drawbacks of conventional or Local Area Differential GPS (LADGPS), where positional accuracy of a user degrades as the reference-to-user separation increases. The spatial decorrelation of the error sources, notably the atmospheric propagation and satellite orbital errors inherent in GPS, are the main causes of this accuracy degradation. Several organizations are involved in WADGPS research, and different conceptual approaches have been suggested. The proposed methods all share a common basic assumption: that the error sources which affect the system are broken down into individual error components and are modelled separately. The variance between the different techniques comes from the way in which the different error components are modelled.
A Fuzzy Autopilot Optimized Using a Genetic Algorithm
Authors: Sutton Robert , Marsden Gareth D. 
Published: November 2009

The feasibility of using a genetic algorithm to optimize a fuzzy fixed rule based autopilot is considered in this paper. Simulation results are presented to show the applicability of the approach. It is concluded such a procedure gives more credence to the resulting design than can be achieved by totally heuristic methods.As a result of the general recognition given to the robustness qualities of fuzzy control algorithms, studies have been undertaken in the marine field to develop autopilots based on this approach. Indeed, a fuzzy autopilot was recently installed in a small leisure vessel and very successful fullscale sea trials were undertaken. In the past, the main problem in designing a fuzzy autopilot, or any other fuzzy controller, has been the reliance on purely heuristic methods to obtain an optimum solution. To compensate for such shortcomings in the design cycle analytical approaches are now being proposed.
‘Requirements for an Automatic Collision Avoidance System’
Authors: Cooper R. W. 
Published: November 2009

I am disturbed by Perkins and Redfern's paper in the May 1996 Journal.The COLREGS have been developed over many years of tinkering and tuning. They are not designed only for educated European masters driving big merchant ships. The users; fishermen, yachtsmen, oarsmen, tugmasters, Rhine bargemasters, and Yangtse junkmen, etc, are from all educational standards and from all the world's cultures. The COLREGS are now well-known. There is such a huge investment of time and effort, of learning by millions of different people, that the prospect of tampering with their fundamentals is horrific, even if it would suit a small class of user belonging to the more advanced countries. Change is painful, and too much change, too fast, kills. Compare the practical decision not to change the side of the road on which we British drive: it might be convenient, but it would cost too much. The same applies to the COLREGS.
Reliability Performance in GPS Receivers and the Nature of Their Failures: Planning to Live with Realistic Failure Rates in Satellite Navigation System Receivers
Authors: Sharkey Sarah , Johannessen Rolf 
Published: November 2009

This paper and the following three papers were presented at the Institute's NAV-96 Conference, “Global Navigation — Where are we now?” The Conference was held in London In November 1996. Copies of the full proceedings may be obtained on application to the Director, price £35 for members and £50 for non-members.The National Air Traffic Services (NATS) in London require data on the performance likely to be achieved by the navigation system on board aircraft flying in UK airspace. To that end the performance of three different GPS receiver types (all designed for aviation use) have been examined. This paper details the result of that work. The achieved Mean Time Between Failures (referred to here as ‘Outages’) MTBO is presented along with the nature of some of the failures that have been encountered. The paper concludes with the operational implication of the findings.
Real-time differential GPS/GLONASS trials in Europe using all-in-view 20-channel receivers
Authors: Capaccio S. , Lowe D. , Walsh D. M. A. , Daly P. 
Published: November 2009

Following the initial development of 20-channel, all-in-view Global Navigation Satellite System (GNSS), GPS/GLONASS/Inmarsat-3, receivers at the Institute of Satellite Navigation (ISN), University of Leeds, a modification programme has been undertaken to allow real-time differential corrections to be sent from one 20-channel receiver to another identical receiver using a serial link between them. The differential correction software incorporates the RTCM SC-104 and RTCA DO-217 format developed specifically for GPS and adjusted by the ISN to allow simultaneous GLONASS operation.After successful laboratory testing, real-time differential GNSS tests were successfully completed in static mode between Aberdeen and Leeds via the SkyFix differential data-link, and in dynamic mode at DTEO Boscombe Down using a C-band data-link between the ground and a receiver on board the DRA BAC 1–11 aircraft. The aims of the tests were, (i) to demonstrate real-time differential GNSS position-fixing, (ii) to establish the accuracy improvements brought about, and (iii) to examine the effects of data-link latency and satellite PDOP on the solution accuracy.
Eurofix: Test Results of a Cost-Effective DGNSS Augmentation System
Authors: Offermans G. W. A. , Helwig A. W. S. , van Willigen D. 
Published: November 2009

Eurofix is an integrated navigation system, which combines Differential GNSS and Loran-C. The Loran-C system is used to provide differential corrections for the GNSS pseudo-range measurements and integrity information by additionally modulating the transmitted signals. This modulation, however, is not allowed to degrade normal Loran-C operations. As data transmission is hindered by the aggressive Loran-C signal environment, special modulation patterns and Forward Error Correcting codes are designed to fulfil the requirements. Compared to other DGNSS services, Eurofix has a number of advantages: It covers a large area, its implementation in an already existing infrastructure is basically low-cost, it offers enhanced datalink availability in urban and mountainous environment, it has wide-area capabilities and, finally, it provides a free backup navigation system in case either Loran-C or GPS fails.The paper describes the Eurofix system, focusing on the Loran-C data channel. A modified RTCM type-9 message format is used with special Forward Error Correction. At Delft University a real-life test set-up has been built to evaluate the Eurofix performance for different scenarios. The results on datalink and DGNSS performance are presented. It is shown that metre-level DGNSS performance is achievable with low bit rate data channels, using Loran-C stations at up to 1000 km distance.
Radionavigation at a Time of Decision
Authors: Last David 
Published: November 2009

This paper and the following 5 papers were presented at the Institute's RIN-96 Conference, held at the University of Southampton, in September 1996. Copies of the complete Proceedings may be obtained from the Director. Price £6 members, £8.50 non-members.This is a time of unprecedented change in radio-navigation systems and practices. The rapid development of satellite technology is challenging navigation authorities in every country to question the future of terrestrial navigation systems. The technical adequacy of the new techniques is being demonstrated in many applications but there remain serious questions concerning the reliability, integrity and political control of the current satellite systems and their long-term future.The paper describes the operational principles of the present satellite Global Positioning System (GPS) and GLONASS. It compares them with terrestrial aids, identifying their advantages and drawbacks. Accuracy, availability and integrity are considered. The reasons for the development of differential operation are examined.Finally, the paper looks at the future of satellite systems and addresses some of the difficult institutional issues concerning satellite navigation with which navigation authorities worldwide are having to grapple. It reviews the development of the future Global Navigation Satellite System (GNSS) and identifies the economic benefits it could bring.
The Future of Radar Target Enhancers
Authors: Ward N. 
Published: November 2009

The development, present status and likely application of Radar Target Enhancers are discussed. Their role in improving the effectiveness of aids to navigation and enhancing the safety of small craft is considered and their likely further development assessed.The Radar Target Enhancer (RTE) is a device which automatically transmits a signal in response to an interrogating signal received. The response from an RTE has no identifying code. The RTE only amplifies and retransmits the radar signal received, so that it has the same appearance on a display as a passive return, but is more consistent. The purpose is to improve the radar returns from navigation marks and to improve radar detection of small craft, to reduce the risk of collision.
Digital Charting, Now and in the Future
Authors: Dawson John 
Published: November 2009

The views expressed in this paper are personal to the author, and not intended to represent official policy of the UK Hydrographic Office.With the ever increasing use of electronic charts in the small craft sector, this paper is designed to give some background to developments at the United Kingdom Hydrographic Office. Included is a short review of the state of the market, with the author's view of possible future progression. The various formats of data are discussed, with a summary of the legislative background within the commercial market. This discussion is relevant, as it will ultimately shape the future market for small craft users
Quality Surveillance on a Commercial Marine Survey Vessel
Authors: Green Bob 
Published: November 2009

There is a recent trend amongst oil companies or oil field construction companies to leave Quality Control (QC) to the survey subcontractor. Increasingly they do not put their own survey QC representative on survey vessels they hire. This may be a mistake, although at this point the author, being himself an offshore QC representative, must confess to a vested interest.Quality assurance is a term which is often misunderstood. Even people who use the expression are vague about what it actually means in any given industry or how it should be applied in any particular situation. The confusion is compounded because the quality assurance ‘bible’ (BS5750/lSO 9001 documentation), was written primarily for the manufacturing industry, and needs expert translation to apply to a service industry such as the commercial marine survey business.
Interference to GPS in the Marine Environment
Authors: Gyldeń Sven 
Published: November 2009

In a paper in the May 1996 issue of this Journal, Ward and Johannessen gave an excellent summary of the work carried our for the General Lighthouse Authorities on the significance of potential interference to GPS. They identified three possible types of interference for their study:(i) Interference from other systems on board the ship using GPS.(ii) Interference from emissions generated onboard other ships or at structures in the vicinity of the ship using GPS.(iii) Deliberate interference from malicious persons.
‘Conflicts in Offshore Waters’
Authors: Cullen Donald K. 
Published: November 2009

The September 1996 issue of the Journal has an article by J. C. Hines which, as a RYA instructor and former maritime lawyer, I found very confusing.I agree with him that there are many yachtsmen and some professionals who I would not let out in a pram dinghy, let alone in the vessels they are commanding.It is significant that many commercial ships will have one watchkeeping officer on the bridge, no other lookout, and a helmsman on call. The ship will be on autopilot and, upon a target being seen, it will take two minutes or so before the helm is manned.
The Programmed Traverse Light
Authors: Spottiswoode N. L. , Richardson R. B. 
Published: November 2009

Due to the very low power-to-weight ratio found in large deadweight ships, their high inertial values and the very long reaction time to manoeuvring commands, difficulties often arise in achieving entry to the berthing area at an exactly pre-determined speed over the ground.This paper describes a dynamically programmed optical aid to help the navigator achieve exactly the prescribed speed over the ground as he decelerates along his traverse or intended track when approaching his terminal or swinging area. The authors are consultants to AGA Navigation Aids Ltd who have developed this device.Over the last decade or more, some very significant changes have occurred in the general requirements relating to the handling and manoeuvring of certain classes of modern vessel in the approach to their terminal berth – whether jetty, single-buoy mooring or even when coming to anchor. The economy of size in the bulk trades has probably had the most profound effect. This often reduces the power/weight ratio of the vessel itself to a very low order. In turn this has led to radical adjustments in techniques of ship handling in the final approach phases, due to the long response time between command instructions and reactions to these by the vessel itself. When considering the inertia of a vessel of 220000 tons deadweight or more – where the feasible deceleration or rate of change of speed is also of a low order – we can see the difficulties met with when endeavouring to enter the berthing area at an exactly required pre-determined speed over the ground (as opposed to speed through the water) often as low as one tenth of a knot or less.
Airline Navigation Planning
Authors: Page D. M. 
Published: November 2009

This paper was presented at a meeting of the Institute in London on 25 May 1980 with Captain S. S. D. Jones in the chair. Mr Page assesses the role of air navigation as one factor in coordinated flight planning, through the application of modern techniques, to secure maximum efficiency in airline operation and in the conservation of fuel.This paper presents an airline view of developments in aircraft navigation and planning. It considers aircraft navigation in the widest sense together with the current change in emphasis in navigational requirements. Present technology can produce navigational systems of almost any desired accuracy – at a price. The cost of such systems, together with the requirements of ATC, will dictate the choice.
The Evaluation of Aircraft Collision Probabilities at Intersecting Air Routes
Authors: Hsu D. A. 
Published: November 2009

In this article formulas useful for the calculation of aircraft mid-air collision probabilities at intersecting air routes are developed. The aircraft overlap density, a key parameter in the calculation, is expressed as a function of the intersection angle of air routes, aircraft speeds, the nominal separation, and parameters in the position-error distribution. Two representative probability models for position errors are used to illustrate the computational procedures suggested. A method of approximation over large navigation systems is also proposed.The calculation of aircraft mid-air collision probabilities is an important step in the design of air-route structure and is a key element in the specification of separation standards and minimum requirements of facilities reliability and accuracy. A thorough analysis of collision probabilities for long-range parallel air routes over oceanic areas was reported by P. G. Reich in three research documents and in a series of papers published in this Journal in 1966. Analysis of collision probabilities at intersecting air routes typical in off-shore and continental areas, however, has not been fully explored to date. The only direct reference available on this subject appears to be the work by Bellantoni,7 in which a collision problem was formulated in the three-dimensional space and was apt to deal with airport terminal landing or take-off situations. For circumstances where horizontal linear air routes intersect one another at preassigned positions, the analysis provided by Bellantoni needs to be simplified and refashioned for use in extensive applications.