bluuebunny/crossref_metadata_2025_split huggingface dataset:
From Two-Star Instruments to Modern Star Trackers
Authors: Freiesleben H. C. 
Published: November 2009

For a long while now positions on the surface of the Earth have been fixed by observing the altitudes of two heavenly bodies. The equations:include on their left-hand side two observed zenith distances and on their right-hand sides the required values of latitude and longitude. The history of celestial navigation records many different solutions to the problem, one of them being the observation of equal altitudes of the same body east and west of the meridian, usually the Sun, or of two different stars. If only the local time is required it is not even necessary to measure the exact altitude.
VI—Speed Prediction for the Dyna ship
Authors: Schenzle P. 
Published: November 2009

This paper reviews the research carried out at the University of Hamburg on the predicted performance of the Dyna Ship, a project for an advanced sailing merchantman. The proposed rig incorporates a series of unstayed hollow rotatable masts with terylene sails set along aerodynamically curved yards. The masts and sails are handled hydraulically by remote control from the wheelhouse.Sailing ship research at the Institut für Schiffbau (IfS) of Hamburg University probably began with a paper presented by Thieme to the Schiffbautechnische Gesellschaft (S.T.G.) in 1955 on the mechanics of sail propulsion. When during 1961–6 the Hamburg Research Council promoted a broad research programme on wind forces on ships, covering all current modern ship types, the opportunity was taken to include also the problems of wind propulsion. This part of the investigation was especially stimulated by an inquiry by Wilhelm Prolss, who proposed a new height-restricted wind propulsion system for large ships in line with modern technology and aerodynamics, now known as theDyna Ship.
VII—A Rig for Coastal Trades
Authors: Hasler H. G. 
Published: November 2009

Since 1960 there has been a revival of interest in the Chinese, or junk, rig for small sailing yachts, and an increasing number of seagoing cruising boats are now appearing with it. It may therefore be appropriate to consider what, if any, application the rig could have to commercial sailing vessels in the western world.The rig carries only one fully-battened sail on each mast, and may have any number of masts from one upwards. In its larger sizes the sail, complete with its yard, battens, and boom, is very heavy, and the whole weight has to be carried by one or more halyards from the masthead. Traditionally, and preferably, the mast is completely unstayed, being supported only at the step and the partners and standing up like a tree, or cantilever.
John Thomas Towson (1804–81): His Contributions to Navigation
Authors: Cotter Charles H. 
Published: November 2009

This paper was presented at a meeting of the Bristol Channel Branch of the Institute i n Cardiff on 28 April 1976.The work and life of John Thomas Towson falls neatly within the professional group so aptly styled by the late Professor E. G. R. Taylor as the Mathematical Practitioners. Born in Devonport in 1804, Towson was educated at Stoke Classical School in that town and on leaving school followed his father's trade as a chronometer maker. When only 22 years of age Towson invented a device for banking the balance of a chronometer and his invention was communicated to the Society of Arts in 1826.
The Fully Automatic Radar Plotter in the Context of Some Past Collisions—I
Authors: Wylie F. J. 
Published: November 2009

In 196 two papers by Captain Wylie on ‘Legal aspects of radar and collision’ were published in this Journal (18, 203, 402). Captain Wylie here reviews some of these cases, and other similar cases, in the light of the further information that might have been available on the bridge had the vessels concerned been equipped with modern automatic radar plotting equipment.The object of this series is to examine the circumstances of a number of collisions, selected at random, to see whether the various encounters would have been likely to develop adversely had either or both ships been equipped with a fully automatic radar plotter (FARP). The argument could of course have been developed using various devised situations, but it was felt that a more convincing result would be achieved against a background of documented disasters. All the incidents chosen have been the subjects of Court Cases or Official Investigations; only in the Andrea Doria–Stockholm collision was there no conclusion, as the case was withdrawn from the New York District Court after the taking of evidence from the deck officers.
‘The Military Chartmaker’
Authors: Harrison A. 
Published: November 2009

Vice Admiral Shannon D. Cramer, Jr., presented the American contribution to the development of navigational charts in his paper (this Journal, 30, 15, Jan. 1977). He comments that:It is seldom realized that the first flight across the Atlantic was completed by the U.S. Navy in 1919—eight years before Charles A. Lindbergh's courageous solo flight.There are two points which appear to be equally seldom realized.(1) The U.S. Navy flight certainly crossed from one Atlantic coast to the other, but the crossing was achieved by one flight from Newfoundland to the Azores on 16 May, 1919 and a second flight from the Azores to Lisbon nine days later on May 28.
The Operation of Light Aircraft
Authors: Stringer F. S. , Powell Claud , Black A. N. 
Published: November 2009

An informal discussion on the operation of light aircraft took place at a meeting of the Technical Committee of the Institute in London on 21 April 1976. A personal view expressed by Mr. F. S. Stringer and comments by Mr. C. Powell and Professor A. N. Black are printed below.Recent technical press disclosures have highlighted C.A.A. concern that the London Air Traffic Zone is being entered by unauthorized light aircraft, the infringements varying from minor boundary incursions to major crossings of the area. The pilots involved vary in experience, and in most if not all cases have been flying under VFR rules and out of radio contact with Air Traffic Control. It seems very probable that these pilots are lost, or at least very unsure of their position; the topographical relation of charts to places on the ground is becoming increasingly difficult to interpret due to the complexity of built-up areas, especially around the T.M.A.s. Not all aircraft carry VOR or ADF and the map and DR are the main navigational aids; some pilots are reluctant to call for radar assistance for a variety of reasons.
An American Omega Navigation Evaluation Programme 1975–1977
Authors: Reynolds P. R. J. 
Published: November 2009

As a replacement for the Loran A systems installed on approximately fifty B-707/300 aircraft and to have this replacement fully operational by the end of 1977 only two options were available: the very well proven but relatively costly inertial systems and the almost totally unproven but potentially much less costly Omega. Economic considerations played a major role in this choice in view of the limited remaining useful life of the aircraft involved. The general object of the programme was to assess the acceptability of Omega as a pilot-operated substitute for Loran A in aircraft also equipped with dual doppler/computer navigation systems. Critical aspects of the use of Omega which were to be investigated were:(i) the availability of adequate Omega signal coverage on a reasonably worldwide basis,(ii) the normal in-lane accuracy of the Omega position output,(iii) the in-lane stability of the Omega position output, i.e. susceptibility to ‘lane-slip’,(iv) the reliability of the airborne Omega hardware,(v) the operational suitability of the control/display units.
The Use of Omega at Sea
Authors: Riley A. P. 
Published: November 2009

At first sight, it may seem inappropriate for an equipment manufacturer to present a resume of operation experience in the use of Omega at sea. The manufacturer is however a natural collection point for user experience and bad news travels fast while good news rarely travels at all!The Omega transmitter network has improved considerably during the last year and with the exception of Australia all transmitters are now usable for navigation, with a typical reliability exceeding 99 per cent. This has only occurred in recent months, as previously coverage was only available in the northern hemisphere and it is users who frequently operate in this area who have become familiar with the system and gained confidence in its use.
The Display of Navigational Data
Authors: Jones K. D. , Holder L. A. 
Published: November 2009

The dissemination of navigational information is capable of several different interpretations and this paper will be concerned mainly with the display of information to the navigator of a modern merchant ship. It will not be concerned with the need for more navigational information in certain parts of the world, or the need for new sensors for critical areas of operation.Most research papers on modern navigational systems launch into technical details without mention of the fundamental partner to the equipment—the man. Three quotations seem, however to be relevant. J. B. Carr says: ‘A frightening aspect of some of is he new problems is that they frequently defy solution by even the most skilled officers as the data available is in some cases changing with a speed and complexity that taxes the human mind beyond its limits.’
The Fully Automatic Radar Plotter in the Context of Some Past Collisions—II
Authors: Wylie F. J. 
Published: November 2009

Captain Wylie reviews a further selection of collision cases in which more information might have been available on the bridge had the vessels concerned been equipped with modern automatic radar plotting equipment. The first five cases and introduction were published in the May 1977 issue of the Journal.Case 6: Sitala and Niceto de Larrinaga, in fog in the English Channel at 19·32 on 23 September 1961. Admiralty Court, London, 1963; Mr. Justice Hewson found Niceto de Larrinaga 60 per cent to blame and Sitala 40 per cent (1963) 1 LR 205.
A Horizontal Radar Display
Authors: Hinsch Werner 
Published: November 2009

The cause of an increasing number of ‘radar-assisted collisions’ is the inadequate link between the radar receiver and the human operator. In contrast to all other traffic situations, the seaborne radar display forces the navigator to assess an imminent danger of collision from a ‘bird's-eye view’. When navigating in reduced visibility those vessels are most dangerous which are detected on the radar screen as being on a reciprocal or nearly reciprocal course.It is normally no problem for the navigator to assess the collision threat from a vessel he detects optically as being near his own course line; the heading of the opponent clearly indicates the situation. A head-on situation indicates the necessity to take evasive action and the aspect of the opponent's port (or starboard) bow is left (right) indication for a left (right) change of bearing. The collision danger arising from any other target located in good visibility, and not near one's own heading line, can be assessed by repeatedly measuring or judging the target's bearing. Thus two different principles are applied to determine the threat of collision:(i) With direct vision, by assessing the movements of approaching vessels in a horizontal direction,(ii) With radar, by assessing the future passing distances from the plan view of the traffic situation.
The First Navigation of Torres Strait
Authors: Hilder Brett 
Published: November 2009

The voyage of Luis Baez de Torres in 1606 resulted in the discovery of the whole southern coast of New Guinea, and of the existence of a strait between Australia and New Guinea. These great geographical results were hidden from the world, and even from the Spanish realms, so completely that sufficient data on the voyage for general study has not been available until recently. The very brief report by Torres to the King was not found, copied, translated and published until 1806, exactly 200 years after the voyage; the four charts made during the voyage were published in 1878, and the long narrative by Prado was found by chance in London, translated, and published in 1929. Hundreds of documents of secondary importance were collated and published in 1965, but owing to the habit of historical writers of using older ‘authorities’ instead of original sources, many fallacies regarding the voyage have been perpetuated to the present day, and no doubt will be in the future. The present writer, working from photostat copies of the original reports and charts, has plotted the track of Torres' two vessels from island to island and point to point by interpreting the records, by navigational deduction and from a long experience of navigating ships through the very waters traversed by Torres. He has also made sketch surveys of uncharted areas and has studied the various rare charts, maps and globes compiled by different cartographers between 161 3 and 1700 from the three or four coastal charts drawn by Prado but missing from the archives since soon after the voyage.The principal conclusion of this study is that Torres used Endeavour Strait to get clear of the innumerable islands and reefs which blocked his course to the west and was therefore in sight of the Australian coast for many days, a finding contested by several previous writers.
Radio Aids to Navigation for Yachts
Authors: Gatehouse R. N. B. 
Published: November 2009

Radio aids are making a substantial contribution to the safety of yacht navigation, mainly by enabling off-lying dangers to be avoided when making landfall in conditions of poor visibility or overcast sky. The ability to obtain fixes of sufficient accuracy to keep clear of shipping lanes in fog is another important safety factor.The use of hyperbolic aids, of which Loran is one, is expressly banned in ocean racing both in the U.S.A. (except in the Bermuda race) and the U.K., on account of the high price of the receivers and the advantage they might confer on those who can afford to buy or hire them. Table I shows the systems which are available in British waters, the types of error to which they are prone and some typical accuracy figures obtainable at sea. It is of particular interest to note that the accuracy of the hyperbolic aids, VOR and Consol is unaffected by the motion or attitude of the vessel, or by its metallic structures and rigging; d.f. is subject to errors from all three of these causes and all the systems except VOR are subject to the night-time sky-wave error.
Edmund Gunter (1581–1626)
Authors: Cotter Charles H. 
Published: November 2009

The year 1981 marks the fourth centenary of the birth of Edmund Gunter who, during his relatively short life, played a dominant role in England in the advancement of navigation. Born in Hertfordshire, of Welsh parentage, Gunter was educated at Westminster School before entering Christchurch College, Oxford, where he graduated BA in 1603; MA in 1606; and BD in 1615, in which year he was presented to the living at St George's, Southwark.As early as 1603 Gunter had written an account of a ‘New Projection of the Sphere’ which was circulated in manuscript among some of his mathematical acquaintances. This appears to have gained for him the friendship of Henry Briggs, the first Gresham Professor of Geometry and a brilliant mathematician best known for having been first to suggest a table of logarithms to base 10 – ‘common logarithms’, as they are now known.
Marine Traffic off the Coast of East Anglia
Authors: Chalk R. F. , Dare S. C. , Lewison G. R. G. 
Published: November 2009

It has for some years now almost been folklore that the marine traffic situation in the Dover Strait is one of great potential danger. Very considerable efforts have been made to alleviate the situation. There is a complete traffic separation scheme (the first in the world), there is continuous radar surveillance both from England and France, there are routine broadcasts on v.h.f. to warn mariners of any navigational problems, and there is now a system whereby certain ships report-in. Concurrently with all this activity, the accident rate has dropped significantly over the last decade, especially in fog, and it is a reasonable inference that the reduction in the number and severity of accidents is attributable to this activity.But patterns of navigation change, and it is necessary for marine administrators to be aware of problem areas as or before they arise so that marine management measures can be introduced when appropriate. Factors to be taken into account are the volume and characteristics of the traffic, the difficulty of navigation and the accident record. One of us has drawn attention to the traffic situation off East Anglia and suggested that a prima facie case for some remedial measures had been made. This paper examines the available evidence in more detail.First, an account is given of the accident record in the area under consideration (Figs 1, 2) over the last 10 years. Both the numbers and severity of collisions and strandings are discussed.
Were Compasses used in Antiquity?
Authors: May W. E. 
Published: November 2009

In the title to this paper I have deliberately used the plural, for I do not think it possible that the compass was only invented in one country and knowledge of it transmitted from there to other parts of the world. It is much more likely that the possibilities of its use, not necessarily for purposes of marine navigation, were discovered in several parts of the world, that some who knew of it transmitted it to their neighbours, but that in some areas the original knowledge was lost again. Of course such inventions may have had forms very different from the compass as finally used.The first definite European account of the compass is contained in the writings of Alexander Neckam (1157–1217), about A.D. 1187. InDe Utensilibushe wrote: ‘Qui ergo munitam vult habere navem…habeat etiam acum jaculo suppositam; rotabitur enim et circumvolvetur acus, donec cuspis acus respiciat orientem sicque comprehendunt quo tendere debeant nautae cum cynosura latet in aeris turbatione.’ The translation of this which I accept is as follows: ‘Therefore he who wants to have a well-equipped ship…let him also have a needle placed under a dart; for the needle will rotate until the point of the needle looks towards the East, and thus sailors perceive in which direction they ought to go, when the Little Bear is hidden in disturbed weather’. It has been suggested that in this passage ‘donec cuspis jaculi respeciat’ was probably intended for ‘donee cuspis acus respiciat’.
AThy1-CFP DBA/2J mouse line with cyan fluorescent protein expression in retinal ganglion cells
Authors: RAYMOND IONA D. , POOL ANGELA L. , VILA ALEJANDRO , BRECHA NICHOLAS C. 
Published: November 2009

AbstractA DBA/2J (D2) transgenic mouse line with cyan fluorescent protein (CFP) reporter expression in ganglion cells was developed for the analysis of ganglion cells during progressive glaucoma. TheThy1-CFP D2 (CFP-D2) line was created by congenically breeding the D2 line, which develops pigmentary glaucoma, and theThy1-CFP line, which expresses CFP in ganglion cells. Microsatellite marker analysis of CFP-D2 progeny verified the genetic inclusion of the D2isaandipdloci. Specific mutations within these loci lead to dysfunctional melanosomal proteins and glaucomatous phenotype in D2 mice. Polymerase chain reaction analysis confirmed the inclusion of theThy1-CFP transgene. CFP-fluorescent ganglion cells, 6–20μm in diameter, were distributed in all retinal regions, CFP processes were throughout the inner plexiform layer, and CFP-fluorescent axons were in the fiber layer and optic nerve head. Immunohistochemistry with antibodies to ganglion cell markers NF-L, NeuN, Brn3a, and SMI32 was used to confirm CFP expression in ganglion cells. Immunohistochemistry with antibodies to amacrine cell markers HPC-1 and ChAT was used to confirm weak CFP expression in cholinergic amacrine cells. CFP-D2 mice developed a glaucomatous phenotype, including iris disease, ganglion cell loss, attrition of the fiber layer, and elevated intraocular pressure. A CFP-D2 transgenic line with CFP-expressing ganglion cells was developed, which has (1) a predominantly D2 genetic background, (2) CFP-expressing ganglion cells, and (3) age-related progressive glaucoma. This line will be of value for experimental studies investigating ganglion cells and their axonsin vivoandin vitroduring the progressive development of glaucoma.
ICRC operational security: staff safety in armed conflict and internal violence
Authors: Brugger Patrick 
Published: November 2009

AbstractHumanitarian work, especially in conflict areas, has become more dangerous and every humanitarian organization is affected by serious security problems, constituting a threat to their staff and hampering much-needed activities on behalf of the victims of armed conflicts and other situations of collective armed violence. The article outlines the general approach of the ICRC to security issues and describes the pillars of the security policy it has adopted in the field to protect its operational staff.
Persistence of Skin Contamination and Environmental Shedding ofClostridium difficileduring and after Treatment of C.difficileInfection
Authors: Sethi Ajay K. , Al-Nassir Wafa N. , Nerandzic Michelle M. , Bobulsky Greg S. , Donskey Curtis J. 
Published: November 2009

Background.Current guidelines for control ofClostridium difficileinfection (CDI) suggest that contact precautions be discontinued after diarrhea resolves. However, limited information is available regarding the frequency of skin contamination and environmental shedding ofC. difficileduring and after treatment.Design.We conducted a 9-month prospective, observational study involving 52 patients receiving therapy for CDI. Stool samples, skin (chest and abdomen) samples, and samples from environmental sites were cultured forC. difficilebefore, during, and after treatment. Polymerase chain reaction ribotyping was performed to determine the relatedness of stool, skin, and environmental isolates.Results.Fifty-two patients with CDI were studied.C. difficilewas suppressed to undetectable levels in stool samples from most patients during treatment; however, 1-4 weeks after treatment, 56% of patients who had samples tested were asymptomatic carriers ofC. difficile.The frequencies of skin contamination and environmental shedding remained high at the time of resolution of diarrhea (60% and 37%, respectively), were lower at the end of treatment (32% and 14%, respectively), and again increased 1-4 weeks after treatment (58% and 50%, respectively). Skin and environmental contamination after treatment was associated with use of antibiotics for non-CDI indications. Ninety-four percent of skin isolates and 82% of environmental isolates were genetically identical to concurrent stool isolates.Conclusions.Skin contamination and environmental shedding ofC. difficileoften persist at the time of resolution of diarrhea, and recurrent shedding is common 1-4 weeks after therapy. These results provide support for the recommendation that contact precautions be continued until hospital discharge if rates of CDI remain high despite implementation of standard infection-control measures.