bluuebunny/crossref_metadata_2025_split huggingface dataset:
Collision Regulations
Authors: Neumark O. W. 
Published: January 2010

Over a decade ago there was some controversy about the selection of an international standard airfield approach lighting system. At a very late stage, the R.A.E. produced a visual simulator of great simplicity on which any administrator could fly approaches using any of the rival systems. His performance could be checked but, what is far more important, he obtained personal and realistic visual experience. If this simulator had been available in 1945 it might have saved many millions spent on the flight evaluations of the rival systems and years of international conferences.In the present controversy on collision avoidance regulations in the air and at sea, time and wealth could be saved by the creation of a visual and dynamic simulator in which all persons attending symposiums on collision problems could obtain synthetic visual experience of the present day avoidance regulations and of the new conventions proposed by E. S. Calvert and S. H. Hollingdale.Curiously enough, such a simulator would not be very costly. It would consist of a very large hangar and a number of small electric two-seater cars somewhat similar to those known as ‘Dodgems’ often seen at Funfairs.It would be used quite effectively for simulating air traffic as a high percentage of all near-misses occur in the horizontal plane but it would be desirable to gimbal the cars so that they can bank when turning.Simulation of nocturnal traffic requires only black-out and navigation lights.
III—Inertial Platforms for Flight Control and Navigation
Authors: Collinson R. P. G. 
Published: January 2010

In the next decade there will be an increasing demand for more accurate self-contained navigation systems due to more stringent air traffic control requirements, particularly with the introduction of the supersonic transport. Although inertial systems have been fairly widely used in military aircraft and missiles, the only self-contained systems in service in civil aircraft are dead reckoning systems based on measuring the aircraft's velocity and heading and drift angle. A big improvement has been effected in the measurement of velocity and drift angle by the introduction of doppler radar. The accuracy achievable with doppler is not matched by the accuracy of existing heading reference systems and the overall accuracy is, at present, inadequate for future requirements.An inertial navigation system is a possible alternative but its cost will be two to three times that of a doppler heading reference system.
V—An Economic Perspective
Authors: Williams J. E. D. 
Published: January 2010

During the first years of the last war the navigational problem was how to get to the target at all. In such conditions solutions to the navigation problem are priceless. Towards the end of the war it came to be accepted that, in transport operations at least, guidance to destination was almost a matter of course. Navigational performance ceased to be regarded as a question of success or failure and became a question of efficiency. This development in air transport we owed most of all to the radio compass.As the volume of civil traffic grew, it rapidly became clear that the major limitation on navigational efficiency of air transportation was (and it still is) air traffic control. Although there has been considerable interest in the optimum trajectory particularly in connection with turbine aircraft, the development of refined operating techniques has been damped by restrictions on their application by A.T.C. The flat assertion by some would-be supersonic aircraft manufacturers that the supersonic (unlike the subsonic) jet will not take NO for an answer from A.T.C. once it is committed to a flight programme has recently been a most valuable stimulus.The A.T.C. problem is well known. It is generally accepted that the capacity of an air space depends on the quality of navigational data, of the data link between aircraft and control centre and of the data correlation capabilities of the centre.
Shore-based Pilotage
Authors: Oudet L. 
Published: January 2010

A radar installation, designed to serve as a navigational aid, is in course of being set up at the mouth of the Gironde. It is one of a long series of port- or river-radars installed in similar conditions. So far, these have been entrusted to port officials. They are used, almost exclusively in reduced visibility, to give ships accurate information about their position, and in particular to keep them informed of the presence of ships in their vicinity. Their chief function, in association with radio-telephony, is to allow traffic to be controlled at times when visual signals cannot be distinguished.The Gironde enterprise is more ambitious. The intention is to entrust the radar to pilots so that they may guide shipping, in both clear weather and fog, without having to go on board. This method is to be used between the sea and Le Verdon, and in particular at the bar, the trickiest section of this stretch. It should entail a considerable reduction in the cost of pilotage, the chief of several reasons for this being that there would no longer be any need for a pilot-vessel. It is worth examining whether this is a sensible plan and under what conditions it can be made effective, in the Gironde or elsewhere.That a pilot should use radar to direct a ship from some distance away is a completely revolutionary idea.
Graphical Methods of Finding the Sun's Azimuth and Elevation
Authors: Shinn D. H. 
Published: January 2010

Like Mr. R. S. Blicq (Journal 15,456) we have also been concerned in supplying details of the Sun's position to engineers on radar sites who use radiation from the Sun for, at present, two purposes:(a) Measuring or checking the radiation pattern of the aerial in the vertical plane.(b) Lining up the aerial in azimuth or elevation.For these purposes the required accuracy of computation is usually about ±0°·1 in azimuth and elevation. Greater accuracy is never required, but less accuracy is sometimes adequate, up to ±1°.We have found that graphical methods appeal most to engineers, and that even when a full table of values is supplied to them they prefer to display this information in graphical form. We have accordingly evolved a simple method of constructing graphs of elevation against time, and azimuth against time.In order to achieve the required accuracy of ±0°·1 in elevation we have constructed a graticule of size 21 in. × 40 in. A skeleton version of this is shown in Fig. 1. The engineer has to know his latitude, and to find, from the Nautical Almanac or other source, the time of local noon (i.e. when the Sun is due south) and the mean declination, δ, of the Sun during the period of observation, which usually lasts up to three hours.
Satellite Systems for Geophysical Exploration at Sea
Authors: Moody Alton B 
Published: January 2010

Geophysical exploration involves the measurement, at the surface of the Earth, of physical quantities which will provide information about the structural configuration of the Earth's crust. Geophysical surveys are made for petroleum and mining companies to discover subsurface structures favourable to the accumulation of minerals of economic significance.When geophysical exploration was extended to sea, pinpoint marine navigation became a requirement so that the prospector could return to the exact site of the geophysical anomaly. At first, operations were so near the shore that position determination was no problem. Visual observations were quite adequate. As operations pushed farther from land, high-accuracy electronic systems were pressed into service. Such names as Decca, Lorac, Raydist, and Shoran are familiar in the oil industry. But when operations extended beyond the range of precision radio systems and into areas where they were neither available nor could readily be made available because of hostile terrain, natives, or politicians, or where adequate surveys of shore transmitting stations were impractical, other means of navigation were needed. Navigation satellites, used in conjunction with other navigation equipment, fulfil this need.
Position Experiments Using Distance Measurements of Satellite ATS—3
Authors: Goebel W. , Schrick K. W. 
Published: January 2010

Following an invitation by N.A.S.A., the Bundesrepublik Deutschland carried out an experiment with the U.S. satellite ATS-3 (Applications Technology Satellite). The satellite is synchronous, or stationary with respect to the Earth's surface, at an altitude of about 35,800 km. above the equator.The object of the experiment was to determine the system parameters for a navigation satellite system. This included investigation of the bandwidth of the ultra short-wave band used, and testing speech and data transmission between ships and the mainland, as well as carrying out determinations of baselines. The results are published in Research Report FB69—37 of the Bundesministerium für Bildung und Wissenschaft. The experiments were carried out during two expeditions of the German research ship Meteor, under the direction of the Deutsche Hydrographische Institut. The expeditions were to the west African coast in the spring of 1968, and in the summer to the Faroe Islands. In the fall of 1968 investigations were completed by measurements from a mainland station which was installed on the institute building of the Deutsche Forschungs- und Versuchsanstalt. This paper describes only the position experiment.
Rhumb-line Sailing
Authors: Williams J. E. D. 
Published: January 2010

If Turner is right that ‘the underlying theory of the traditional approach (to rhumb-line sailing) is obscure’ and that there is a ‘lack of ready availability of a table of distances of parallels of latitude from the equator, it is certainly not the fault of this Journal which precisely 20 years earlier published a paper which gave:1. The correct mathematical theory of rhumb-line sailing on an oblate spheroid.2. The name ‘meridional distance’ to what Turner now calls the L(φ) function.3. A table to reduce latitude to meridional distance.4. A rule of thumb procedure to calculate rhumb-line distances correctly with no more labour than that which has always been used to do it wrongly.5. A method (with table) for use on the spheroid when the track angle is nearly 90° and the method Turner discusses is impracticable.6. A survey of methods and tables then current.
The National Institute of Oceanography
Authors: Deacon G. E. R. 
Published: January 2010

History. The foundation of a ‘British Oceanographical Institute’ was first proposed, at a meeting of the Scientific Advisory Committee of the War Cabinet in 1944, by Vice-Admiral Sir John Edgell, K.B.E., C.B., F.R.S., then Hydrographer of the Navy, who expressed the view that Great Britain, in its contribution to research in oceanography, had fallen behind other countries, including many with no comparable traditions of interest in the oceans of the world and their navigation. The Scientific Advisory Committee accordingly suggested to the Royal Society that its National Committee for Geodesy and Geophysics should be invited to discuss, through its Oceanography Sub-committee, the general question of the need for and the appropriate constitution of a National Institute of Oceanography, and to present recommendations for the consideration of the Society and eventually of the Government.The report of the Sub-committee for Oceanography, which was accepted by the Royal Society and referred to the Scientific Advisory Committee, was strongly in favour of the setting up of a National Oceanographical Institute in Great Britain with the purpose of advancing the science of physical oceanography in all its aspects. The Scientific Advisory Committee supported the proposals in the report, but considered that the work of the Institute should embrace both physical and biological oceanography.
The London–Capetown Record Flights of 1953
Authors: Bower Squadron Leader D. 
Published: January 2010

In December 1953, a Canberra of the Royal Air Force Flying College was christened Aries IV, and thus became the first jet aircraft to bear this name, long associated with navigation development flights. This paper describes the first operational mission of Aries IV, an attempt on the F.A.I, point-to-point record for the London–Capetown route, in both directions.The flight was originally planned as a final long-range exercise for students of the College, but since a great deal of practice had already been gained in maximum range cruise techniques it was decided instead to concentrate on the more complex problem of covering the distance in the minimum time. To add incentive, permission was sought and granted for the flight to be officially timed by Royal Aero Club observers.Two crews were chosen, one for the outward and one for the homeward legs, each consisting of one pilot and two navigators. A two-man navigation team is rather lavish for ordinary route flying, but was adopted in this case to give experience to as many students as possible; in addition it resulted in faster astro work and more continuous map-reading, and gave a foretaste of the working conditions to be expected on arctic flights where a two-man team is thought to be necessary.
Sandwaves in the Southern North Sea and in the Persian Gulf
Authors: Cloet R. L. 
Published: January 2010

In 1935, Van Veen, Chief Engineer of the Dutch Waterstaat, wrote about some giant sandwaves which he had recorded on the Varne Bank and the Falls in the Straits of Dover. They were up to 40 feet high from trough to crest, and were found at either end of the banks. Although these dimensions seemed somewhat unusual at the time, such waves had been known to exist since the end of the last century, when Osborne Reynolds, experimenting in a model tank, discovered in 1899 that tidal streams could produce what he called ‘very large current ripples, possibly 7 or 8 feet high and 80 to 100 feet apart.’ In 1901, Vaughan Cornish described having seen giant ripples of that order in several localities, among them the North Goodwin Sands.Giant waves are by no means rare. Early in 1953, H.M.S. Challenger obtained a trace on the Cross Sands, east of Lowestoft, on which several waves between 25 and 30 feet high were recorded in about 20 fathoms of water. During the summer of 1953, one of H.M. survey vessels recorded waves up to 50 feet high in a depth of water above the crests of about 12 fathoms on a sandbank north of Perim Island in the Red Sea.
The Interrelation of Cruise Fuel Consumption, Temperature and Track Selection in Supersonic Transport Operations
Authors: Serebreny S. M. 
Published: January 2010

This paper, which was presented at an Ordinary Meeting of the Institute held in London on 20 November, 1964, presents the results of a study on the interrelation of cruise fuel consumption, temperature and track selection in supersonic transport operations on the New York–London/Paris route. The range of temperature variations at S.S.T. altitudes over the North Atlantic for 26 months is illustrated and from this data period 24 cases are chosen to reflect extreme departures from standard and to give a seasonal distribution of such variation. The results of the application of a computerized nasa programme to these 24 cases to determine whether diversion from the great circle is warranted, in terms of economy of cruise fuel consumption due to existing temperature gradients over the area, are then discussed and illustrated.The results of a general solution, taking into account all these considerations, applied to an additional 117 cases are also discussed and illustrated. Finally the influence of climb fuel consumption upon cruise fuel consumption and data requirements for temperature forecasts in climb and cruise are discussed.
The Sector Rule and the Collision Problem
Authors: García-Frías J. 
Published: January 2010

Every collision situation implies the existence of a sector within which any course steered will lead to a dangerously close approach and a sector within which the danger of collision will be avoided. The definition of these sectors may be said to constitute the structural aspect of the collision problem. The appropriate manœuvre in a given situation constitutes the operational aspect. The structural aspect is fundamental to the problem itself, the operational aspect offers possible solutions. The Steering and Sailing Rules involve the structural aspect because this is the only basis for legal rules.In proposing a Sector Rule for use with radar in conditions of bad visibility, it is intended to establish a structural basis for legislation. In its most general terms, the Sector Rule is based on the principle that if the radar echo of another ship is always at an angle to one's own course determined by the speeds of the two vessels, their distance apart and the safe passing distance, then one's course lies within the safe sector for collision avoidance.
Waves Off Land's End
Authors: Draper L. , Fricker H. S. 
Published: January 2010

Since January 1962, waves have been recorded by a shipborne wave recorder (Tucker, 1956) on the Sevenstones light-vessel which is stationed about 20 miles south-west of Land's End in about 200 ft. of water. Records were taken at three-hourly intervals and were mostly of 12 minutes’ duration. The analysis presented here is based on 2920 records taken in the first year of operation; the method of analysis which has been used is that described by Tucker (1961). This gives for each record:(a) H1 = The sum of the distances of the highest crest and the lowest trough from the mean water level.(b) Tz = The mean zero-crossing period.(c) Tc = The mean crest period.
Collision and the Courts
Authors: Oudet L. 
Published: January 2010

Radar was introduced as a navigational aid at the end of the last war. In spite of its introduction collisions soon began to occur again and even to increase in frequency with the increase in the number of radar sets in use. Evidence accumulated, and its examination and correlation revealed a systematic pattern of accident. This led gradually to the formulation of a code, officially promulgated in 1960 by the International Conference on Safety of Life at Sea.It may be surprising that so long should have elapsed and so many accidents occurred before this was achieved, but the fact remains and should never be forgotten: even more so as things are still continuing the same way. Collisions still take place, and though it is difficult to determine the exact nature of the general trend, it certainly shows no sign of producing the spectacular drop we all hope for. Recently Captain Weekes, in this Journal, regretted the complete ignorance among the majority of seamen of papers and discussions on collision risks and the means of avoiding them, and hoped that steps would be taken to make them more widely known.It is never easy to convert theory into practice.
Radar as an Anti-Collision Aid: The Ultimate Essentials in Presentation
Authors: Wylie F. J. 
Published: January 2010

Much is written about the use and misuse of radar, but little has been said of what the mariner really needs to help him in his use of radar as an aid to avoiding collision in fog. In considering this, one must have particularly in mind the bridge on which the radar observer is also the watch officer and navigator.It is generally accepted that he needs to be sure which targets are potential hazards and this must include those with whom the collision risk will be increased by alterations of his own course and/or speed, made to avoid others or in the course of navigation. In the commonly encountered multi-ship situation, there will, therefore, be several ships, maybe six or eight, about which detailed and up-to-date information is highly desirable.This detailed information is of two kinds, relative to own ship and true. The relative data gives the degree of risk of collision of each target, in terms of the C.P.A., or closest distance of approach on present courses and speeds, and the time interval before this position would be reached. As a means of assessing priorities, the time is just as important as the distance. The bearing of the C.P.A. is less important, except in so far as it indicates on which side the other ship would pass.The true information required comprises the courses and speeds of the other ships for which the degree of risk is significant.
Error Distributions in Navigation
Authors: Anderson E. W. , Ellis D. M. 
Published: January 2010

Within the University of Wales Institute of Science and Technology, a general study of navigation has led to a review of error distributions which has now reached the stage at which comment on a wide front would be particularly welcome. The work has been undertaken by Wing Commander E. W. Anderson who, with the generous permission of Smiths Industries Limited, is writing a thesis for the Department of Maritime Studies, and by D. M. Ellis, Lecturer in Statistics in the Department of Mathematics. In the first half of this paper, Anderson emphasizes the distinction between distributions involving one item or identical items and those involving a number of items which, though nominally the same, are in fact diverse. In the second half of the paper (from Section 8 on), Ellis shows how the apparent variation of results that arise in practice may be unified into a simple inclusive pattern.The first step was to investigate the distributions that arise in practice. It was decided that the pages of this Journal would make ideal witnesses because they provide a broad sample and are impartial. From these pages every distribution was extracted which involved more than fifty observations and whose pattern was not markedly skew. The distributions were transferred to log-linear graph paper so that the horizontal error scale was linear and the probability of each error was plotted on the vertical logarithmic scale.
Approach and Landing Guidance for Civil Aviation
Authors: Wood K. A. 
Published: January 2010

Increasing traffic movements, size of aircraft and congestion of large buildings around modern civil airports, particularly those involved in major international operations, together with the predicted operation of STOL and VTOL types of aircraft, have led to an intensive review of the future needs for new approach and landing aids.This paper was presented at an Institute meeting held in London on 15 December 1971, with Mr. H. E. Smith, Chairman of the Technical Committee, in the Chair. Mr. Wood, who is the United Kingdom member of the I.C.A.O. All Weather Operations Panel, reviews the whole situation broadly, with emphasis on operational requirements, present and future possibilities of the v.h.f./u.h.f. ILS guidance system and the effort, both national and international, to establish a new approach and landing guidance system which will satisfy future requirements.
Marine Traffic Surveillance with Shipborne Monitoring Equipment
Authors: O'Hagan M. 
Published: January 2010

In this paper which was presented at an Institute meeting in London on 17 November 1971, Mr. O'Hagan describes a system for advising cooperating ships in a Surveillance Area. The system includes accurate position sensing through on-board equipment, high frequency telephonic communication, a general survey of all shipping and other hazards in the area based on primary radar, analysis of the data by computer, and the employment of an experienced Master Mariner ashore to assess the situation and offer advice to the cooperating vessels.The discussion was opened by R. H. Farrands, Vice-President of the European Maritime Pilots' Association. The Chair was taken by the President of the Institute, Rear-Admiral G. S. Ritchie, C.B., D.S.C.