Admiralty Tidal Stream Atlas - Nautical Publication 233 - Dover Strait
Admiralty Tidal Stream Atlas - Nautical Publication 222 - Firth of Clyde and Approaches
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Admiralty Tidal Stream Atlas - Nautical Publication 218 - North Coast of Ireland and West Coast of Scotland
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BA Tidal Stream Atlas NP209 - Orkney and Shetland Islands
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Admiralty Tidal Stream Atlas and Co-Tidal Charts - Nautical Publication 249 - Thames Estuary
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Though there are so many electronic devices used on the bridges of modern vessels for safer and easier navigation, their navigators keep losing the orientation. Among the reasons for that we would note the excessive workloads caused by too many items to be read and compiled, as well as the associated navigational information displayed in a demanding way, plus short time available to make the decision because of the high speeds, as well as the long hours of work and fatigue because of the minimum ship manning.
This title is intended to address the problems of navigation map information that is displayed not in the optimal way. It presents three newly introduced concepts, namely no go shipping areas, bridge perspective and dual-lane seaway network. Reading of the subject maps could be quite difficult because of the mental rotation problem which can actually be eliminated using the charts by allowing the 3D charts to be viewed from the egocentric perspective.
The associated calculations for the purpose of checking if there is enough water under the keel of the vessel can be handled by chart system and also displayed as no go and free water areas. The above stated concepts have been tested in a lab as well as in prototyping project and in numerous interviews and the results obtained were promising...
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This paper has been published by the CCG, standing for the Canadian Coast Guard, in co-operation with several Canadian authorities. The intention of the authors of the document was to provide necessary assistance to the vessels operating in all Canadian waters when iced, including Arctic waters.
The paper is expected to provide ship Masters and watchkeeping crew of all vessels passing Canadian iced waters with the required understanding of the applicable regulations as well as potential hazards, techniques of safe navigation and shipping support services. The document is arranged in five chapters. The first one is dedicated to the icebreaking and SSS, i.e. shipping support services pertaining to operational consideration, for example reporting requirements and communications. It is followed by the chapter covers the guidelines and requirements, while the third chapter addresses the matters of ice climatology as well as environmental conditions.
Finally, the last two chapters of the publication address the navigation itself, including the information included to assist inexperienced personnel and get them familiarized with the passage planning and associated navigation procedures, as well as ship performance in in iced conditions, plus basic information relating to the design and construction of the vessels for ice operations covering hull construction, engineering and auxiliary systems.
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Obviously, the most serious test of the buoyage systems occur once the mariners have been directly confronted by the light marking some uncharted danger, for example a recent ship wreck, and particularly it this happens at night or in the conditions of low visibility. That is exactly the time when mariners must make the immediately, correct and positive decisions.
The very beginnings of the uniform buoyage system emerged more than a century ago when some of the countries did agree on marking of the port side of shipping channels with the can buoys of black color; the starboard hands, in turn, were marked with the conical buoys of red color. However, this caused some discrepancy between the ways of using and marking the buoys in Europe and North America. There have been several conferences held on this matter to work out a single buoyage system, however without any significant success until 1936 when one of the proposed systems was agreed.
Again, some of the countries did not become signatory to the convention and developed their own, original and opposite buoyage systems. Long story short, all efforts have finally resulted in the establishment of the IALA system and its wide implementation all over the world. Note that in some parts of the planet the conversion to the IALA systems has not been completed yet...
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