bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Organization of Seaborne Traffic
Authors: Oudet Frégate L. 
Published: January 2010

The Safety of Life at Sea Conference, 1960, recognized the special danger of the concentration of maritime traffic in converging areas and entrusted shipping companies with the responsibility of establishing the channels to be followed in these areas. The three Institutes of Navigation may be helpful to the companies in this respect through the competence and prestige of their special working groups. The problem consists in defining one-way channels and cross-overs for different streams of traffic. In entrusting this responsibility to the companies, the London conference implicitly agreed that the organization of converging areas was a simple application of the International Regulations for Preventing Collisions at Sea to the particular conditions of each area.In converging areas ships will remain entirely and solely subject to the Collision Regulations. Agreements on the channels to be used will be covered by Rule 29 which refers to the ‘Ordinary Practice of Seamen’.
Naviroutes and the North Atlantic
Authors: Traizet J. 
Published: January 2010

A revision of the North Atlantic Track Agreement would make it possible to form a larger group of subscribing companies. The existing tracks could be simplified and the danger of convergence on certain channels avoided by modifying the double landfall at Fastnet and Bishop and by moving certain junctions. This could be done without unduly lengthening the channels. One might also replace the concept of fixed channels by the more liberal one of protected channels, which one might call ‘Naviroutes’.Ships wishing to follow these would benefit from increased safety by the use of certain simple rules, which may be summarized as follows:A neutral zone, varying in size according to the region, of the blue-line type proposed by Oudet and Poll would separate traffic going in opposite directions. In good visibility ships crossing a ‘Naviroute’ would do so at an angle of more than thirty degrees; in fog ships would cross a ‘Naviroute’ at right angles and at low speed. Each of these rules is dictated by commonsense to every seaman with experience of crossing busy shipping channels.
Marine Traffic Control in the Panama Canal
Authors: Kimball R. L. , Shepard J. R. 
Published: January 2010

The Panama Canal Company's Marine Traffic Control is being designed primarily to minimize ships' average transit-time and obtain optimum use of Canal facilities, but it also includes features contributing to collision prevention. It prepares an operation schedule consistent with the number and characteristics of ships that are in transit and with operating conditions. Actual operation is continuously monitored and signals currently displayed to pilots to facilitate close adherence to the schedule. If the contemplated schedule is cancelled, as by trouble in locks or sudden periods of poor visibility, re-scheduling is rapidly formed and signals transmitted to pilots in conformity with the new schedule.The system's contribution to collision prevention includes elimination of several hazardous situations: (a) Undue crowding of traffic; (b) Lock-entrance stand-off delays due to untimely ship arrival, during which ship handling is difficult; (c) Meets or overtakes at potentially hazardous locations.Further, when approaching a bend on which other ships would not be visible and at which the meet would be hazardous, a pilot is advised of the number of ships which will be round the bend before he reaches it. Also indicated is the number of meets due to occur immediately beyond the bend, a distance through which the manœuvrability of his ship would be affected by the manner in which he rounds the bend. The automatically operating system is based on transmission of data comprising ships' identities and locations to a central control point where the data is analysed by an electronic computer and from which advisory signals are automatically transmitted back to the ships.
Some Meteorological Aspects of Flight in the Supersonic Age
Authors: Durst C. S. 
Published: January 2010

The main meteorological features of the atmosphere from 50,000 to 70,000 ft. which are likely to be of importance to supersonic aircraft, are the ‘polar-night westerlies’ and the abrupt rises in temperature which take place in late winter in latitudes polewards of 50° or 60°.The polar-night westerlies blow between 50° and 70° latitude and reach high velocities, increasing with height, from 60,000 ft. during the winter months; towards.the end of the polar night there is often a sudden rise (perhaps as much as 40° C.) at about 85,000 ft., which spreads downwards and is eventually associated with the termination of the polar-night westerlies.The increase of speed of supersonic aircraft, as well as the decrease of variability of the wind with time at heights above 50,000 ft., have remarkable effects on the punctuality of arrival of aircraft. For instance, on the route from London to New York, the probable error due to wind in arrival time of a 1500-kt. aircraft at 50,000 or 60,000 ft. is about half a minute. This is in contrast with a probable error of ten to fifteen minutes for a 400-kt. aircraft flying at 30,000 ft.
Automatic Altitude Reporting
Authors: Glover B. W. , Haddock W. 
Published: January 2010

This paper describes an experimental system of representing the reading on an altimeter in the form of a digital code, and controlling the standard I.C.A.O. secondary surveillance radar transponder to give a corresponding pulse pattern.Different code arrangements are examined and their capacity noted. A possible use of the system in collision avoidance is suggested for use outside areas of close air traffic control. This use would require little additional equipment.
An Automatic Dead Reckoning Computer
Authors: Ramsayer K. 
Published: January 2010

Dr. Ramsayer's paper, presented at the tripartite meeting on automatic navigation held in Paris last April, describes a dead-reckoning computer on which position is presented instantaneously on a map.The so called Automatische Koppelkarte has been developed by the Institute of Air Navigation of the Technical University of Stuttgart, and is a new type of dead reckoning computer differing from the usual navigation computers in that position is immediately indicated on a map; there are many possibilities for combining the device with other navigational aids.Fig. 1 shows a schematic diagram of the computer. It consists of the computer, the map display and the course and track indicator. The station selector and the coordinate transformer shown in Fig. 1 are additional units, only used when monitoring by tacan is desired, as will be described. The computer is fed by a gyro-magnetic compass and a true airspeed transmitter. The wind is set at the map display, and ‘grivation’ at the course and track indicator. From these data both the flight path and the track are computed. The flight path is resolved in two rectangular components and is displayed by a light pointer on a map of conformal conical projection. The standard parallels of the map are selected in such a way that the distortion in length is practically negligible for the area of interest.
Amending the Collision Regulations
Authors: Clissold Peter , Fendig N. L. , Taylor W. B. R. 
Published: January 2010

The International Regulations for Preventing Collisions at Sea are of the first importance to the navigator; as Marsden puts it, they are ‘the paramount Rules of Navigation’ and it follows that any trouble taken to perfect them is well worth while. They must be comprehensive and clear, simple enough for the sailor yet precise enough for the lawyer. Considering this, the wonder is perhaps that they are as good as they are. Since they are to be discussed at the International Safety of Life at Sea and Load Line Convention this year, the subject of their revision is a topical one and worth the attention of every mariner.The story of the Regulations is not without interest. They did not, of course, spring fully fledged into being and they are little more than one hundred years old—a very small fraction of the time that man has been navigating the seas.
II—The Value of Simulator Training
Authors: Jones E. O. 
Published: January 2010

Even as recently as 1954, although informed opinion ashore was otherwise, at sea, and here one can only broadly generalize, the principles of plotting were neither universally accepted nor practised, and it may be that this was due largely to the fact that there still remained disagreement as to the practicability of plotting. Indeed, even now, there must be a limit on the number of targets that can conveniently be manually plotted.The Safety of Life at Sea Convention, 1960 amended the Collision Regulations to take cognizance of radar, and to give guidance on the use of radar in fog. The Admiralty Court has indicated that if a vessel is fitted with radar she is obliged to use it and, even more important, that there is an obligation upon the observer to use the radar properly. The phrase ‘using the radar properly’ has in Case Law been judged to necessitate some form of plotting, and it is of passing interest to note that the vast majority of collisions involving vessels fitted with radar can be attributed to immoderate speed, or a failure to appreciate the information provided by the PPI.
Photographic Radar at Sea
Authors: Sims D. W. 
Published: January 2010

The first shipboard installation of the Kelvin & Hughes rapid processing photographic radar system has now completed 500 hours service aboard the P. & O. liner Canberra and the navigational and technical staff in the ship have had a reasonable opportunity to evaluate the equipment from all practical aspects. The advantages of this type of display are, in summary:(1) A full size plotting screen (in this case 24-in. diameter) is available for direct plotting.(2) All operations may be carried out in broad daylight without the necessity of having to accustom the eyes to a dimmed PPI.(3) There is no radar hypnosis. Information is presented as a solid, steady picture at the end of each cycle.(4) A permanent record of the radar information is immediately available for playback at any later date.(5) Several officers may view the screen at the one time and discuss the plot while it continues uninterrupted. This is a very favourable point in a large vessel of high speed where three or more senior officers may wish to know at all times exactly what is happening on the radar plot.(6) By using a processing/exposure cycle of seven seconds or more, a build-up of picture strength, true track of vessels, &c. is possible.
Ocean Routing Charts
Authors: Dickson A. F. 
Published: January 2010

Passenger and cargo liners sailing on regular routes follow tracks for a given voyage, taking account of the various seasonal conditions which may apply, and masters of these ships, with many years experience in a particular trade, can decide without great difficulty the most advantageous track for their ship when planning a voyage for a given time of year.In the transport of oil, on the other hand, it is not common to employ ships on regular voyages, and the great majority of tankers are employed in world-wide trading, so that although a particular oil company may have a number of ships constantly voyaging on a particular route, a high degree of flexibility is maintained and ships are regularly changed from one route to another. This means that the tanker master is called upon to consider the requirements for optimum routing of his ship on any ocean voyage. Further, he is often given his orders with fairly short notice and, in some cases, he may have his destination changed either at the last moment or during the voyage, leaving him little time to consider the many factors which have to be taken into account when planning the best route for the voyage to be undertaken.
Astro Ranges in Arctica
Authors: Collins Oliver C. 
Published: January 2010

This paper discusses celestial navigation within the Arctic Circle by the use of great-circle position lines. Application of this method in this area is indicated by:(1) The freedom from need to correct for atmospheric refraction.(2) The lack of dependence on either D.R. or assumed position.(3) The simplicity of drawing the great-circle position line.(4) The freedom from need for making instrumental scale readings and corrections thereto, other than in respect to the time of the observation.The adequacy of available stars is examined.
Multi-star Sextants
Authors: Fox W. A. W. 
Published: January 2010

Amongst the schemes for simplifying the processes of astronomical position fixing the family of multi-star sextants contains some interesting material. By the simultaneous observation of two or more stars through an optical system coupled to a gravity reference, it is possible to determine the observer's position directly in latitude and longitude, with little or no computation.The number of instruments on these lines which have been designed is very large and it would not be possible to describe them in detail in the course of a short paper. A few remarks about their principles may, however, be of interest since they are, in general, sound in theory and fall short of practical requirements only because, when used on an unstable platform such as a ship or aircraft, they make too heavy a demand on the skill of the observer.
The Evolution of the English Nautical Chart
Authors: Robinson A. H. W. 
Published: January 2010

In a previous contribution Professor E. G. R. Taylor has reviewed the development of the sea chart up to 1600, the year in which Edward Wright published his celebrated chart of the world on Mercator's projection. Wright's chart represents one of many minor incursions on the part of English cartographers into the field of nautical cartography, which at that time and for the next hundred years was dominated by the flourishing Dutch school of hydrography. It was not until the latter began to decline towards the end of the seventeenth century that the English cartographer really came into his own and began to produce charts to assist the navigator. Thus the evolution of the English nautical chart to its present state of development covers a relatively short span when measured against the whole background of maritime enterprise and endeavour.The development over the past two hundred and fifty years has been sporadic rather than continuous, being characterized by sudden advances followed by long intervals of consolidation. Factors such as the needs of national defence, the invention of navigational instruments and advances in hydrographic surveying technique, have at various times acted as stimulants to chart evolution. Throughout the period under review responsibility for supplying the navigator with accurate charts has gradually passed from the many private publishing firms to a specially created national department.
The Accuracy of Bubble Sextant Observations
Authors: Hagger A. J. 
Published: January 2010

The Editor welcomes this opportunity of publishing an account of the valuable and fundamental work done by the Navigation Section of the Aeroplane and Armament Experimental Establishment at Boscombe Down. Some of the results have previously appeared in reports with limited circulation, but no full account has yet been published.The Navigation Section of Aeroplane & Armament Experimental Establishment (A. & A.E.E.) had, at the outbreak of war in 1939, only recently been established, and was in the charge of Squadron Leader (later Air Commodore) D. J. Waghorn, who was followed by Wing Commander W. S. Jenkins. Both of these officers were keenly interested in methods of astronomical navigation, and in development work. Professor H. H. Plaskett, F.R.S., Savilian Professor of Astronomy at Oxford, was attached to the section, and brought to it an invaluable experience in observational theory and techniques.The work of the section in the earlier part of the war mirrors exactly the state of knowledge in astronomical methods in navigation at that time. A bubble sextant, the Mk. VIII, had been in use for some time, although knowledge of astronomical methods was limited to comparatively few highly trained members of aircrew. The potentialities of astro-navigation were appreciated, however, and the Mk. IX sextant was being developed.
A Racon Beacon for Reception by Civil Marine Radars
Authors: Randall-Cook C. 
Published: January 2010

In about 1946 work was begun both in the United States and in the United Kingdom on the development of radar beacons which could be used to make certain required points more conspicuous and to increase their detection range.Two basic types of beacon were considered: ramarks, which are intended to give bearing information only and which appear on the PPI as a bright radial line passing through the position of the ramark, and racons, which give range as well as bearing information. The range information is given by die beacon transmitting one or more short pulses, the first of which appears on the PPI at the correct range and bearing of the beacon.
Loxodromic Distances on the Terrestrial Spheroid
Authors: Williams J. E. D. 
Published: January 2010

This paper is concerned primarily with an investigation of the loxodromic distance between two points on the spheroid. This is derived by a modification of the meridional parts method in terms of the track angle and the difference of latitude reduced by a correction which is a function of the latitudes concerned.Since the method is unsuitable when the track angle is near to 90°, the known formula for the mid-latitude correction is examined and an alternative method suggested for use in this case.The results obtained are compared in a practical example with those found by the usual methods, and finally means are proposed by which the refinement described above can be incorporated into current plotting practice on aeronautical Mercator charts.
Instrumental and Automatic Control for Approach and Landing
Authors: Fearnside K. 
Published: January 2010

AbstractThe flight instrument systems used in large modern transport aircraft represent a considerable development from the standard instrument panel in use at the beginning of this decade. Radio and navigational information is coordinated in a single display and flight direction is provided by means of a separate instrument in which it is normally composited with attitude information. The system contains sufficient redundant information to provide positive warning of a malfunction, and is normally used in conjunction with an automatic pilot which is capable of carrying out the approach accurately and reliably, monitoring control being exercised by the pilot by means of the flight system. Synthetic damping and automatic throttle control of airspeed may also be provided.Statistics based on autopilots in current airline service suggest that an acceptable standard of safety for scheduled automatic landing is not attainable by single-channel autopilots. Adequate safety during the automatic landing manoeuvre can, however, be attained by a multiplex autopilot now under development. Provided that the necessary ground aids are installed, it appears feasible to introduce scheduled automatic landing by 1970.
The Brest—Canaries Race
Authors: Bini Mario 
Published: January 2010

In the Brest to Las Palmas de Gran Canaria race held last August by the Sail Training Association I was skipper and navigator of the 7-ton yawl Artica II of the Italian Navy (which incidentally obtained the best corrected time of all three classes). From the navigational point of view the race offered no particular difficulty because although long—1400 miles—we were on a reach most of the time, a condition that makes the navigator's job much easier. It might in any case be interesting to those who are keen on ocean racing, to hear about some of the dodges (certainly not new to them) used on board Artica II:(a) A gnomon pin (about two inches long) had been welded in the centre of the compass rose: when the Sun was low and the boat sufficiently steady the shadow of this needle enabled us to have very good compass checks.
The Beaufort Scale
Authors: Delmar-Morgan E. L. 
Published: January 2010

I was particularly interested in Commander C. E. N. Frankcom's note on the Beaufort wind scale at the end of the article by the Hydrographer of the Navy on Admiral Sir Francis Beaufort (this Journal, 11, 266).Commander Frankcom states that from time to time attempts have been made to abandon the Beaufort scale and adopt some other form of scale but that efforts to do this have failed. Efforts to improve on or change the form of the Beaufort scale are, in my opinion, likely to continue to fail for the very good reason that the existing scale is almost flawless mathematically.
Plotting a Position Line Without Reference to an Azimuth
Authors: Castle Geoffrey L. 
Published: January 2010

The following method of drawing a position line from a celestial observation is suggested as a possible means of simplifying a small portion of the navigator's work. It avoids the use of azimuths, thereby simplifying chart work.The method is based on a geometrical construction whereby the position line is determined from intercepts relating to two separate adjacent Assumed Positions; this construction may prove simpler than the present orthodox method, particularly as it does not involve the measurement of angles.
Legal Aspects of Radar and Collision—II
Authors: Wylie F. J. 
Published: January 2010

This article may be regarded as a continuation of the previous article in this Journal (18, 203) and it has the same basis and purpose. It deals first with an unusual case of collision, while overtaking in the presence of a second threat, and secondly with an Appeal case.The lessons of the Nassau–Brott collision relate to the duties of the overtaking and overtaken vessels, poor look-out, and too short a range-scale.The Crystal Jewel–British Aviator case relates to excesssive speed, failure to stop, failure to avoid close quarters and the cumulative turn.The Nassau–Brott case was an extremely interesting one in which one ship, Brott, was being overtaken in open waters by another, Nassau, and, at the same time, having a third ship, Haminella, coming down from ahead. The latter presented the more immediate threat.
An Ocean Platform and Submarine Cable System for the North Atlantic
Authors: Wood K. A. 
Published: January 2010

The paper proposes highly stable moored ocean platforms and a transatlantic submarine telephone cable to provide a reliable v.h.f. communication service and other A.T.C. facilities to civil aircraft on the main air routes across the North Atlantic. The main features of the platform and cable system are discussed and some idea of the time scale and costs is given.The planning of facilities needed to enable future operations over the North Atlantic to accommodate reduced separation standards and to satisfy the specialized requirements associated with operating S.S.T. aircraft has emphasized the present unsatisfactory standard of communication services in the area.
Factors Affecting Navigation of the S.S.T.
Authors: B.O.A.C  
Published: January 2010

This note provides some qualitative impressions of the need for precise navigation in the S.S.T. operation having due regard to performance and noise. It highlights the increased signific
ance of the vertical plane, but quantitative conclusions as to horizontal ability cannot be made in the absence of knowledge of traffic amounts. It suggests that any tactical ‘chasing’ of noise reduction through performance variations not planned before flight is impracticable.In common with other aircraft types, the S.S.T. has three distinct phases of flight apart from take-off and landing: climb to cruise altitude, cruise and descent. The S.S.T. climb is characterized by an acceleration phase dividing the subsonic portion of flight from the supersonic. Similarly, the descent profile includes a deceleration phase which restores flight to the subsonic region. Contained in these three phases of flight unique to the S.S.T.—acceleration, supersonic flight and deceleration—are some of the special factors affecting aircraft navigation.