bluuebunny/crossref_metadata_2025_split huggingface dataset:
‘The Master is Responsible’
Authors: Rawlinson P. R. J. 
Published: January 2010

Much is being done to ease the burden on the Master approaching ports, and lane separation is the main thing. It would appear that the next logical step would be to penalize Masters who do not conform to the laid down traffic pattern.It may be argued that the imposition of a penalty will be adding to the danger of a congested port approach, inasmuch as the Master will be worrying about the consequence of a wrong decision; such worrying may tend to cloud judgment.However all Masters understand the correct ‘port approach’ technique and that therefore all other vessels will comply with such rules. A case for the imposition of a penalty is shown by the marked reluctance of some Masters to follow the lane patterns. I am speaking from experience when I say that I have seen vessels in the approaches to New York, Delaware River and San Francisco where charts show plainly approach and departure routes, deliberately steaming the wrong way in the laid down routes. It would appear that deliberate flaunting of safety features needs penalization of the person responsible, i.e. the Master.However, before legislation can be enacted for such a penalty, it will be necessary for legislation to be enacted whereby strict conformance to the laws of approach and departure from a port is law, and not, as at present, recommended. While these routes are only recommended some Masters will still ‘corner cut’.
Ship Navigation—The Means and The End
Authors: Foley F. M. 
Published: January 2010

The paper which follows was presented at an Ordinary Meeting of the Institute held in London on 26 January with the President, Rear-Admiral G. S. Ritchie, C.B., D.S.C, F.R.I.C.S. in the Chair.In a survey of navigational aids which considers both the navigational problems and the means for their solution it is first worth looking back in history because the problems as well as the solutions have changed. It is difficult to decide at what point in time to start, though without any doubt the greatest changes have come in the past fifty years. Even the ancients had their problems; it appears that the Greek general, historian, and apparently sailor, Thucydides was disgraced and exiled in about 400 B.C. because he lost seven of his ships and failed to reach Thrace from Thasos in time to save it from the Spartans. His navigation may have been faulty and perhaps better navigational aids might have changed the course of history!
Collision Avoidance and the Mariner
Authors: Kemp J. F. 
Published: January 2010

In this paper a study is made of that area of marine traffic engineering which is concerned with collision avoidance, and within that area the sub-section in which human factors are involved.Collision avoidance at sea is mainly achieved by adherence to the rules for preventing collisions, by routing schemes for separating traffic in high density areas and, within certain port limits, by local rules and advisory services, or occasionally by direct control of ship movements. To these well defined factors may be added the mariner's accumulated experience and instinct for self-preservation which gives rise to such nebulous, but not negligible, entities as the ‘seaman's eye’ and the ‘navigator's sixth sense’.
Collision Avoidance at Sea, with Special Reference to Radar and Radio-Telephony
Authors: Corbet A. G. 
Published: January 2010

A draft of this paper was circulated for the open meeting of the Technical Committee on 17 May 1972, when the forthcoming revision of the Collision Regulations by Imco was discussed (see page 427).Radar has been in general use in merchant ships since the end of the Second World War and during this time the Regulations for the Prevention of Collision at sea have undergone two amendments at International Safety Conferences, in 1948 and 1960. The amended regulations were ratified and brought into use in 1954 and 1965 respectively. The 1948 regulations made no reference to the use of radar whatsoever—radar for commercial use was still in its infancy in 1948 and indeed little was then known about its capabilities and limitations, nor of the operational difficulties it was going to present even before these 1948 regulations were finally ratified in 1954.
A New Aeronautical Plotting Chart
Authors: Freer T. 
Published: January 2010

In an earlier paper it was suggested that developments in air navigation had created a requirement for a new form of air plotting chart. The chart illustrating the present paper was produced experimentally by one of the airlines to fulfil this requirement. The main factors taken into account in designing the chart were as follows:(i) The air navigator is always working against time. He therefore requires his plotting chart to show as much navigational information as possible, so that he need not spend time looking things up in books or transferring information from other charts.(ii) The scale must be limited by the requirement for easy handling in the cockpit, especially when the chart is intended for use in aircraft that have no navigation table.(iii) The design of a chart that has to show as much information as possible on a small scale is chiefly a problem of avoiding congestion. The items that might be shown therefore require careful consideration and only those that make a justifiable contribution to the chart's navigational purpose should be included.(iv) When flying under visual flight rules (VFR) the navigator's problems are less acute than under instrument flight rules (IFR). The chart should therefore be designed for IFR; it will always be adequate for the easier case of VFR.
An Experimental Study of Drift and Leeway
Authors: Hiraiwa T. , Fujii T. , Saito S. 
Published: January 2010

A ship will drift regardless of whether she is stopped or underway due to the action of the wind and sea. A knowledge of this movement is necessary in order to correct the course, to deduce the estimated position, for manœuvring at slow speeds and for search and rescue work. The causes of drift are the force of the wind on the upperworks, drift current whose strength depends on the wind, rolling which is caused by the action of sea and swell and, finally, ocean currents and tidal stream currents. To study the effect of wind on drift an experiment was carried out in which this effect was isolated from the other causes mentioned above.A salmon drifter was used in which a gill-net was observed by radar from the time of the net being shot until it was hauled in. The net was then allowed to drift with the ship with the ocean current, the tidal stream current, the drift current and the wind and sea. The ship itself, however, was also subject to drift from the wind whereas the corner reflector on the net (which was several miles long) was not subject to this effect, the net acting as a sea anchor. It was thus possible to isolate the effect of wind drift.
Newtonian Inertial Navigation
Authors: Bell Frank Coffman 
Published: January 2010

Newton'sPrincipia contains a neglected passage, which is nevertheless the true source of inertial navigation, occurring in De Motu Corporum Liber Primus, toward the end of ‘Sect. X. De Motu Corporum in Superficiebus datis, deg; Funipendulorum Motu reciproco’ as ‘Corol. 2’ to Prop. LIII. Prob. XXXV. Concessis figurarum curvilinearum Quadraturis, invenire vires quibus corpora in datis curvis lineis Oscillationes semper Isochronas peragent’. The corollary reads in the first edition:‘Corol. 2. Igitur in Horologiis, si vires a Machina in Pendulum ad motum conservandum impressae ita cum vi gravitatis componi possint, ut vis tota deorsum semper sit ut linea quae oritur applicando rectangulum sub arcu TR & radio AR, ad sinum TN, Oscillationes omnes erunt Isochronae’.This text shows only one or two very minor changes in the second and third editions, but the two extra drawings added in the third edition are helpful. Cajori, in a readily available publication quite adequate for reference here, gives these drawings, and his version of Motte's translation reads:‘Cor. II. And therefore in clocks, if forces are impressed by some machine upon the pendulum which continues the motion, and so compounded with the force of gravity that the whole force tending downwards will be always as a line which is obtained by dividing the product of the arc TR and the radius AR, by the sine TN, then all the oscillations will become isochronous.’
A Philosophy of Navigation
Authors: Anderson E. W. 
Published: January 2010

Six years ago, Mr. D. H. Sadler, in a memorable Presidential Address, answered the question ‘What is the Institute?’ This leads to the complementary and perhaps even more controversial question ‘What is navigation? What is its scope and its general pattern?’If we look at the word Navigation in a dictionary, we may very well find that it is associated only with the sea. Today, of course, a much wider view is taken and the word is accepted as having to do with the land and the air and even with space. The definition: ‘the art of conducting a vessel on its ways’, may therefore be amended in words such as:Navigation is the business of conducting a craft as it moves about its ways.
The Radar Simulator and Collision Avoidance at Sea
Authors: Quick J. H. 
Published: January 2010

In order to provide facilities ashore for obtaining experience in the use of radar in conditions approximating to those at sea, a marine radar simulator has been developed by the Ministry of Transport as an aid to training. In this way, ships’ officers can obtain experience, particularly in the avoidance of collision, which could rarely be obtained at sea without endangering the ship. The instrument shows synthetic target echoes on a standard marine radar display and the effects of their movements and manœuvres. Helm and engine controls are provided to allow the observer to manœuvre as he thinks fit to avoid collision.In this paper the Professional Officer and Chief Nautical Surveyor of the Ministry of Transport describes the simulator, the courses for ships’ officers that the Ministry has instituted, and the results of these courses. The paper, with three appendices which are not reproduced here, was presented at the Annual Meeting of the Ausschuss fur Funkortung held at Kiel from 12–17 September 1960, and is published with the kind permission of that body.
I—The Separation of Traffic at Sea
Authors: Oudet L. 
Published: January 2010

To the layman navigation may sometimes appear as an old lady whose fads have acquired the sanctity of tradition. In every tradition, however, there is something venerable; and we would be very wrong to laugh at the traditions of the sea, for they are a legacy we have inherited from all our seafaring ancestors since the days of Noah.The core of this inheritance is the notion of freedom. For centuries the freedom of the seas was absolute and unconditional; all men were free to use the sea, for no man can plant his flag on its restless immensities; and all were free to choose their routes and navigate as they pleased, for encounters at sea were so infrequent that it would be only a most uncommon stroke of ill-luck that produced a collision between two vessels in the vast emptiness of the oceans.
‘Fuel Reserves for Aircraft’
Authors: Proctor J. D. 
Published: January 2010

The Working Party on Fuel Reserves for aircraft recommends that a major statistical attack should be made by a qualified body with the aid of an electronic computer on the problem of how to rationalize fuel reserves. I C.A.O's Standing Committee on Performance did much to standardize the risk of an aircraft hitting the ground on take-off and on landing, hence increasing profitability without prejudicing safety. Might not I.C.A.O. set up a committee to tackle fuel reserves on similar lines?I think that even now, in advance of such a major undertaking, fuel reserves might be rationalized a little if certain information were available to flight planners and crews. For instance, Durst has given the accuracy of forecast mean equivalent head winds for a few routes (this Journal, 13, 288); if it were given for a wider selection of routes, perhaps the fuel reserve carried for ‘navigational error’ could be roughly specified as the extra fuel needed to cope with 95 per cent (say) of the errors expected in forecast M.E.H.W. The use of extra fuel enroute for other causes is much less frequent (on piston-engined aircraft anyway) and could generally be covered by change of destination or by use of fuel nominally carried for diversion.
I.—Research on Human Behaviour in Steering Large Ships
Authors: Hooft J. P. , Paymans P. J. 
Published: January 2010

Three aspects of the controllability of a ship may be distinguished:(i) The intrinsic manœuvrability of the ship. Requirements can be stated in terms of the manœuvres the ship can perform by means of its own control devices.(ii) The environmental boundaries. It can be ascertained whether the manœuvres as determined in item (i) compare with the area (for instance in a harbour) available for the manœuvre. Requirements can also relate to the manœuvrability of the ship in reaction to environmental disturbances and their compensation by means of the ship's control devices.(iii) The human ability to perform the manœuvres of which the ship is technically capable in the area available.
K's and F's
Authors: Henderson Duncan M. 
Published: January 2010

In the old Cunard Line the log-books on the passenger steamers had a K and an F column on the left-hand page of each opening. This was taken to mean, and in fact was so used, as Knots and Fractions (not fathoms as in W. E. May's article, p. 116, Vol. 27).Each noon the junior third officer filled in the columns for the previous 24 hours, and each hour had the nautical miles and the fraction thereof expressed in cables which had been steamed, entered in the appropriate box. Thus the figures in the F column never exceeded 9.
An Early Portuguese Contribution to Air Navigation
Authors: Cotter Charles H. 
Published: January 2010

A recent Portuguese postage stamp of interest to philatelists and navigators alike was issued to commemorate the fiftieth anniversary of an adventurous air flight over the Atlantic from Portugal to Brazil by two officers of the Portuguese Navy, Rear-Admiral Cago Coutinho and Commander Sacadura Cabral.In a valuable memoir published in English as well as in Portuguese by the Club Militar Naval of Lisbon an account of the novel method of navigation adopted by the two aviators is given. In the foreword to the memoir we are told:‘The use of points of reference through the line of the intended crossing, and the able and skilful modifications of the formulae of nautical astronomy, by which the observer may, before starting, prepare the greater part of his calculations, in this way leaving only another quite material [small] part to be done in the air, are the two original conceptions by which the astronomical navigation, with a sextant, can be done in the air with accuracy and comfort …’
Collision Avoidance Systems
Authors: Watt J. 
Published: January 2010

I was sorry to have missed the two papers by Captain K. D. Jones and Mr P. J. Houseley on the above subject, presented at a recent meeting of the Institute, and the subsequent discussion. Fortunately both Captain Jones and Mr. Houseley have been kind enough to let me see copies of their papers and I would like to add two pieces of information which may be of interest with reference to Captain Jones's paper.The first is in regard to the making of ‘the first decision’ in clear weather. Captain Jones says that most mariners on sighting a target decide on the risk, or the probable miss distance, by an accurate even if intuitive evaluation of aspect and range. (They must also take into account the relative bearing of the target and its speed relative to that of own ship.) For the purposes of his argument Captain Jones omits from the clear weather case the alternative method of using radar in assessing the risk or probable miss distance. Evidence on the comparative accuracies of these two methods may be of interest; a series of demonstration runs on the Predictor automatic plotting radar in Elettra lll in the English Channel provided an opportunity to obtain some such evidence.On one occasion which I have in mind, under conditions of clear visibility in daylight, a ship estimated at about 2000 tons was seen about 45° off the port bow at a (radar) range of 7 miles in a crossing situation.
Wind Variations along a Glide Path
Authors: Harrold T. W. , Browning K. A. 
Published: January 2010

A method of measuring wind variations along an aircraft glide path is described. The technique uses a ground-based pulsed doppler radar to measure the line of sight velocity of precipitation particles. At low angles of elevation this velocity is that of die horizontal wind component toward the radar.Wind variations likely to be encountered by an aircraft as it lands or takes off from an airfield are estimated almost invariably from a nearby anemometer placed 10 m. above the ground. It is obvious that this wind is not fully representative of conditions at higher levels; however, winds other than near the ground are difficult to measure. This note describes a method of measuring the line of sight wind using a pulsed doppler radar and presents some observations of the wind variation along a path at an elevation of 3°, which is typical of the glide path of many aircraft. These winds are compared with those recorded by a nearby anemometer.
V.l.f. Techniques for Navigation
Authors: Jones S. S. D. 
Published: January 2010

Mr. Blake has given us an outline of what is needed in the context of Navigation of Long-Range Subsonic Transports in the 1970's. I now intend to pursue the theme by saying what I think v.l.f. navigation techniques can contribute to the solution of the navigation problem. In particular, I want to talk very briefly about the contributions that we feel v.l.f. might make towards the particular problem of limiting the numbers of aircraft which creep beyond Mr. Blake's navigation tolerance ‘fringe’ in addition to, possibly, by adding navigational information, increasing the effective M.T.B.F. of the total navigation system.Clearly, addition of equipment cannot reduce M.T.B.F. in the narrow sense of the term—more equipment must have more faults—but if one interprets ‘fault’ as the incidence of a navigation error beyond the specified limit rather than narrowly as an electronic malfunction, I do think that v.l.f. navigation has its contribution to make to effective M.T.B.F.
Assessment Conditions in the Evaluation of an Airborne Navigation Radar
Authors: Huddleston H. F. 
Published: January 2010

The ability to map terrain by means of an airborne radar raises many possibilities. Some few years ago it was recognized that a mapping radar which scanned to the side of an aircraft (rather than ahead) might, additionally, have important military potential. The research described here concerns the early operator evaluation of a prototype sidescan equipment which promised, among other things, to permit accurate fix-point navigation at lower flight altitudes.By recent standards our aircraft was to progress at a fairly gentlemanly rate, somewhat below the speed of sound. Hence the radar map, produced as a moving strip by a rapid photo-development technique, did not threaten to flash past the navigator's eyes at an impossible speed. Nor, in general, did we expect the operator to be provided with anything unsatisfactory in the way of briefing. What is more, the navigator would be able to devote his undivided attention to the radar material whenever a fix-point was due.
Accident Black Spots in the Lower North Sea
Authors: Oudet L. 
Published: January 2010

In this paper Commandant Oudet, who might well be called the architect of routing in the Dover Strait, discusses certain aspects of what has come to be known as the Sandettie problem, namely the emergence of a potential accident black spot at the north-eastern extremity of the one-way routes in the Strait. Various solutions are discussed, including the reversal of the direction of traffic flow in the Strait recently proposed by the Honourable Company of Master Mariners and supported by Trinity House. Commandant Oudet shows that this proposal, unless the direction of flow were reversed in adjoining traffic separation schemes, would have the effect of greatly increasing the number of crossings and encounters outside the Strait. ‘The remedy would be worse than the disease’, he concludes. ‘It would be better to abandon traffic separation altogether’.Places where road traffic is particularly dangerous and congested are often referred to as accident black spots; and the term is beginning to be used in the same sense in a navigational context. At sea an excessive density traffic always involves danger, because it is impossible to build fly-overs, as on land, and so avoid crossings; all encounters and all crossings take place on the same plane.
Automating Long-range Air Navigation Practices and Procedures
Authors: Perry I. T. 
Published: January 2010

With the advent of increasing numbers of high-speed, high-altitude aircraft on the airways of the world, airlines, aircraft manufacturers, government agencies responsible for navigational standards and air traffic control, as well as military agencies are actively engaged in studies and action directed towards significant changes in longrange air navigation practices and procedures.These changes have been dictated by the need to utilize to best advantage the ‘limited’ air space available on long-range air routes to each individual aircraft, because of the fantastic growth rate in numbers of aircraft operating the trunk routes of the world.In order to limit the amount of airspace required around each individual aircraft separation standards are enforced by the various agencies responsible for control of air traffic along these major trunk air routes. These separation standards are based on longitudinal, lateral and vertical limits between adjacent aircraft. In order to ensure that operating companies and flight crews are aware of these requirements, appropriate legislation is introduced by either international or national agencies and promulgated in readily assimilable form in regulations, orders, or flight or operation manuals.
The Operational Value of Shipborne Radar
Authors: Wylie F. J. , Kaye M. W. 
Published: January 2010

Some questions affecting the operational value of shipborne radar and on which there is, at the moment, no clear unanimity of view are discussed in this paper.The best position for the console is discussed in the light of requirements which vary with the different uses to which a shipborne radar can be put. The advantages of a chart comparison unit are also considered and the conclusion is drawn that these can be more economically gained by other methods. In particular the use of P.P.I. photographs is advocated as a method of land echo identification which leaves the chart free for other uses.
Shore-Based Radar as an Aid to the Operation of Ferries
Authors: Price L. D. 
Published: January 2010

This paper is confined to a non-technical survey of the particular application of radar to the maintenance of a fast schedule of ferry vessels operating across a busy tidal river. After some seventeen months' practical experience of this application it is possible to give some opinions of the value of radar as a commercial aid to navigation.Wallasey Ferries operates a twenty-four hour service between Wallasey and Liverpool, and carries some twenty million passengers per annum.