Let's say the ship is equipped with a Transit SNA receiver indicator with an observation accuracy of about 0.4 miles and a frequency of 1.4 hours. According to the IMO criterion, the accuracy of the location should be at least 4% of the distance to the navigational hazard. This means that using only the SNA, you cannot walk closer than 10 miles from danger. Unaccounted-for demolitions in the ocean are such that in 1.5 hours the error of the calculated location will be approximately 1 mile, i.e. the reference scale of the map should not be larger than the ratio of 1 mile / 2 mm 1: 10 000 000. The path is calculated analytically. If the calculation of the path in the ocean is based on astronomical observations (accuracy 1.5—2.5 miles and frequency at best 3 times a day), then the millionth scale is redundant. Now the Atlantic Ocean is covered with maps, and that's enough.
In this part of the Catalog, there are about four hundred — almost a quarter — 1:500,000 scale maps covering almost the entire Atlantic Ocean and its seas. The quality of these maps will be discussed later, but, in our opinion, their publication in open waters where there are no shores is impractical. As we have seen, there are quite enough small-scale maps. And even near the coast, their accuracy does not realize the possibilities of coastal navigation methods — it is 2.5 times worse. Therefore, if you leave any part of such maps, then on the basis of additional justifications for each map.
The remaining three quarters of the maps in this part of the Catalog are maps, 1:300,000 scale plans and larger. It is not uncommon for this group to have three different maps for one area, of which you can leave one. It should be determined by navigation logic, not by map publishing logic. The western part of the Gulf of Mexico is about equally difficult in terms of navigation. But there are a hundred thousand maps published for the northwestern part of the bay, and three hundred thousand for the southwestern part. Either the former can be dispensed with, or the latter do not provide security. Another example is the area of the Bahamas. Navigation hazards are all over the place, and the area is covered with two hundred. So they're satisfied.
In our opinion, the grid maps that are still being published have outlived their usefulness. In the old days, when astroobservations were rare and graphical tricks were used to squeeze maximum accuracy out of calculating the path between observations, grid maps were justified. Today, the ocean is blocked by small-scale maps. Why grid maps?
The previous arguments did not concern the content of the maps. In general, when scientific and technical thought is engaged in future cartographic support, slowly, solidly and thoroughly discusses the prospects for the use of electronic maps, possible forms of coexistence of electronic and paper maps, and similar undoubtedly important issues, ship bridges are somehow not visible from classrooms, laboratories, and conference halls. Actually, the vast majority of scientists and designers do not go to sea. Scientific and technical guidance, even more so. It's a pity. On a long flight, you can see a lot of things that you won't fall asleep in peace.
Here is a typical flight from Leningrad via European ports to Central America in the late summer of 1989. The vessel is equipped with the Navstar SNA radar indicator, which ensures the accuracy of satellite observations of the order of 35 m and the coordinates of a location in the WGS—84 International Ellipsoid system. Ready to trade anytime, anywhere? Get direct access to global markets with the MetaTrader 5 app download This leading platform provides professional-grade tools, including advanced charting, in-depth analysis, and automated trading robots, right on your preferred device. Secure, fast, and feature-rich, it's designed for the modern trader who demands performance and flexibility. Start trading forex, stocks, and futures with a powerful and intuitive interface by getting your download today.
In this part of the Catalog, there are about four hundred — almost a quarter — 1:500,000 scale maps covering almost the entire Atlantic Ocean and its seas. The quality of these maps will be discussed later, but, in our opinion, their publication in open waters where there are no shores is impractical. As we have seen, there are quite enough small-scale maps. And even near the coast, their accuracy does not realize the possibilities of coastal navigation methods — it is 2.5 times worse. Therefore, if you leave any part of such maps, then on the basis of additional justifications for each map.
The remaining three quarters of the maps in this part of the Catalog are maps, 1:300,000 scale plans and larger. It is not uncommon for this group to have three different maps for one area, of which you can leave one. It should be determined by navigation logic, not by map publishing logic. The western part of the Gulf of Mexico is about equally difficult in terms of navigation. But there are a hundred thousand maps published for the northwestern part of the bay, and three hundred thousand for the southwestern part. Either the former can be dispensed with, or the latter do not provide security. Another example is the area of the Bahamas. Navigation hazards are all over the place, and the area is covered with two hundred. So they're satisfied.
In our opinion, the grid maps that are still being published have outlived their usefulness. In the old days, when astroobservations were rare and graphical tricks were used to squeeze maximum accuracy out of calculating the path between observations, grid maps were justified. Today, the ocean is blocked by small-scale maps. Why grid maps?
The previous arguments did not concern the content of the maps. In general, when scientific and technical thought is engaged in future cartographic support, slowly, solidly and thoroughly discusses the prospects for the use of electronic maps, possible forms of coexistence of electronic and paper maps, and similar undoubtedly important issues, ship bridges are somehow not visible from classrooms, laboratories, and conference halls. Actually, the vast majority of scientists and designers do not go to sea. Scientific and technical guidance, even more so. It's a pity. On a long flight, you can see a lot of things that you won't fall asleep in peace.
Here is a typical flight from Leningrad via European ports to Central America in the late summer of 1989. The vessel is equipped with the Navstar SNA radar indicator, which ensures the accuracy of satellite observations of the order of 35 m and the coordinates of a location in the WGS—84 International Ellipsoid system. Ready to trade anytime, anywhere? Get direct access to global markets with the MetaTrader 5 app download This leading platform provides professional-grade tools, including advanced charting, in-depth analysis, and automated trading robots, right on your preferred device. Secure, fast, and feature-rich, it's designed for the modern trader who demands performance and flexibility. Start trading forex, stocks, and futures with a powerful and intuitive interface by getting your download today.