A Critical Review of the Hypothesis of a Medieval Origin for Portolan Charts
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The Development of Maritime Hydrography and Methods of Navigation
THE DEVELOPMENT OF MARITIME HYDROGRAPHY AND METHODS OF NAVIGATION Lecture delivered by H enri BENCKER,on April 5th 1943. The “ Société des Conférences de iMonaco ” has kindly done me the honour to call upon me to treat before you a subject which is possibly a little dry although dealing with things of the sea, viz. the development of maritime hydrography and methods of navigation. I am all the more willing to fulfil this mission as we are indebted to the generosity of the Princely Government for the foundation and upkeep, since the year 1921, of a special Institute, situated in the Principaliiy and entrusted with the co-ordination of all questions relating to the world's hydrography. But, first of all, what is meant by “ hydrography ” ? It is customary to designate under this heading that branch of geographical science dealing with the regimen of current or stable waters which is peculiar to a given continental area. But from the stand point which concerns us, maritime hydrography is really the art of compiling charts and drawing up documents for the use of mariners with regard to the safety of their navigation and in view of ensuring the proper steering of their ships in all navigable parts, including oceans, seas and adjacent coastal zones. It includes the carrying out of necessary maritime surveys for the security of navigation viz. : coastal triangulation and shore topography measurements, the taking of soundings and sea depths, the description of coastlines, the study of tides and sea-currents. Its aim is to publish in an appropriate form for the use of navigators all data relating to the correct configuratiotf of navigable regions and all nautical information which may be of service to them. -
Soaring Weather
Chapter 16 SOARING WEATHER While horse racing may be the "Sport of Kings," of the craft depends on the weather and the skill soaring may be considered the "King of Sports." of the pilot. Forward thrust comes from gliding Soaring bears the relationship to flying that sailing downward relative to the air the same as thrust bears to power boating. Soaring has made notable is developed in a power-off glide by a conven contributions to meteorology. For example, soar tional aircraft. Therefore, to gain or maintain ing pilots have probed thunderstorms and moun altitude, the soaring pilot must rely on upward tain waves with findings that have made flying motion of the air. safer for all pilots. However, soaring is primarily To a sailplane pilot, "lift" means the rate of recreational. climb he can achieve in an up-current, while "sink" A sailplane must have auxiliary power to be denotes his rate of descent in a downdraft or in come airborne such as a winch, a ground tow, or neutral air. "Zero sink" means that upward cur a tow by a powered aircraft. Once the sailcraft is rents are just strong enough to enable him to hold airborne and the tow cable released, performance altitude but not to climb. Sailplanes are highly 171 r efficient machines; a sink rate of a mere 2 feet per second. There is no point in trying to soar until second provides an airspeed of about 40 knots, and weather conditions favor vertical speeds greater a sink rate of 6 feet per second gives an airspeed than the minimum sink rate of the aircraft. -
Or Later, but Before 1650] 687X868mm. Copper Engraving On
60 Willem Janszoon BLAEU (1571-1638). Pascaarte van alle de Zécuften van EUROPA. Nieulycx befchreven door Willem Ianfs. Blaw. Men vintfe te coop tot Amsterdam, Op't Water inde vergulde Sonnewÿser. [Amsterdam, 1621 or later, but before 1650] 687x868mm. Copper engraving on parchment, coloured by a contemporary hand. Cropped, as usual, on the neat line, to the right cut about 5mm into the printed area. The imprint is on places somewhat weaker and /or ink has been faded out. One small hole (1,7x1,4cm.) in lower part, inland of Russia. As often, the parchment is wavy, with light water staining, usual staining and surface dust. First state of two. The title and imprint appear in a cartouche, crowned by the printer's mark of Willem Jansz Blaeu [INDEFESSVS AGENDO], at the center of the lower border. Scale cartouches appear in four corners of the chart, and richly decorated coats of arms have been engraved in the interior. The chart is oriented to the west. It shows the seacoasts of Europe from Novaya Zemlya and the Gulf of Sydra in the east, and the Azores and the west coast of Greenland in the west. In the north the chart extends to the northern coast of Spitsbergen, and in the south to the Canary Islands. The eastern part of the Mediterranean id included in the North African interior. The chart is printed on parchment and coloured by a contemporary hand. The colours red and green and blue still present, other colours faded. An intriguing line in green colour, 34 cm long and about 3mm bold is running offshore the Norwegian coast all the way south of Greenland, and closely following Tara Polar Arctic Circle ! Blaeu's chart greatly influenced other Amsterdam publisher's. -
Descripción, Análisis Y Consecuencia Que Tuvo En La Navegación De La Época, El Óptimo Climático En La Edad Media
Autor: Imad El Bali Tutor: Xavier Martínez de Osés DNM, Julio de 2013 DESCRIPCIÓN, ANÁLISIS Y CONSECUENCIA QUE TUVO EN LA NAVEGACIÓN DE LA ÉPOCA, EL ÓPTIMO CLIMÁTICO EN LA EDAD MEDIA. DESCRIPCIÓN, ANÁLISIS Y CONSECUENCIA QUE TUVO EN LA NAVEGACIÓN DE LA ÉPOCA, EL ÓPTIMO CLIMÁTICO EN LA EDAD MEDIA. 1 DESCRIPCIÓN, ANÁLISIS Y CONSECUENCIA QUE TUVO EN LA NAVEGACIÓN DE LA ÉPOCA, EL ÓPTIMO CLIMÁTICO EN LA EDAD MEDIA. Índice 1. Resumen .................................................................................................................... 6 2. Introducción ................................................................................................................ 7 3. Evolución histórica .................................................................................................... 10 4. Climatología .............................................................................................................. 16 4.1. Concepto ........................................................................................................... 16 4.2. Factores ............................................................................................................ 17 4.2.1. Factores astronómicos ............................................................................... 18 4.2.2. Factores geográficos .................................................................................. 22 4.2.3. Factores meteorológicos ............................................................................ 24 4.3. Clasificación ..................................................................................................... -
Map Projections Paper 4 (Th.) UNIT : I ; TOPIC : 3 …Introduction
FOR SEMESTER 3 GE Students , Geography Map Projections Paper 4 (Th.) UNIT : I ; TOPIC : 3 …Introduction Prepared and Compiled By Dr. Rajashree Dasgupta Assistant Professor Dept. of Geography Government Girls’ General Degree College 3/23/2020 1 Map Projections … The method by which we transform the earth’s spheroid (real world) to a flat surface (abstraction), either on paper or digitally Define the spatial relationship between locations on earth and their relative locations on a flat map Think about projecting a see- through globe onto a wall Dept. of Geography, GGGDC, 3/23/2020 Kolkata 2 Spatial Reference = Datum + Projection + Coordinate system Two basic locational systems: geometric or Cartesian (x, y, z) and geographic or gravitational (f, l, z) Mean sea level surface or geoid is approximated by an ellipsoid to define an earth datum which gives (f, l) and distance above geoid gives (z) 3/23/2020 Dept. of Geography, GGGDC, Kolkata 3 3/23/2020 Dept. of Geography, GGGDC, Kolkata 4 Classifications of Map Projections Criteria Parameter Classes/ Subclasses Extrinsic Datum Direct / Double/ Spherical Triple Surface Spheroidal Plane or Ist Order 2nd Order 3rd Order surface of I. Planar a. Tangent i. Normal projection II. Conical b. Secant ii. Transverse III. Cylindric c. Polysuperficial iii. Oblique al Method of Perspective Semi-perspective Non- Convention Projection perspective al Intrinsic Properties Azimuthal Equidistant Othomorphic Homologra phic Appearance Both parallels and meridians straight of parallels Parallels straight, meridians curve and Parallels curves, meridians straight meridians Both parallels and meridians curves Parallels concentric circles , meridians radiating st. lines Parallels concentric circles, meridians curves Geometric Rectangular Circular Elliptical Parabolic Shape 3/23/2020 Dept. -
16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT
16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT PERFORMANCE FLIGHT SIMULATION LAB Note: You may work with one partner while actually flying the flight simulator and collecting data. Your write-up must be done individually. You can do this problem set at home or using one of the simulator computers. There are only a few simulator computers in the lab area, so not leave this problem to the last minute. To save time, please read through this handout completely before coming to the lab to fly the simulator. Objectives At the end of this problem set, you should be able to: • Take off and fly basic maneuvers using the flight simulator, and describe the relationships between the control yoke and the control surface movements on the aircraft. • Describe pitch - airspeed - vertical speed relationships in gliding performance. • Explain the difference between indicated and true airspeed. • Record and plot airspeed and vertical speed data from steady-state flight conditions. • Derive lift and drag coefficients based on empirical aircraft performance data. Discussion In this lab exercise, you will use Microsoft Flight Simulator 2000/2002 to become more familiar with aircraft control and performance. Also, you will use the flight simulator to collect aircraft performance data just as it is done for a real aircraft. From your data you will be able to deduce performance parameters such as the parasite drag coefficient and L/D ratio. Aircraft performance depends on the interplay of several variables: airspeed, power setting from the engine, pitch angle, vertical speed, angle of attack, and flight path angle. -
The Discovery of the Sea
The Discovery of the Sea "This On© YSYY-60U-YR3N The Discovery ofthe Sea J. H. PARRY UNIVERSITY OF CALIFORNIA PRESS Berkeley • Los Angeles • London Copyrighted material University of California Press Berkeley and Los Angeles University of California Press, Ltd. London, England Copyright 1974, 1981 by J. H. Parry All rights reserved First California Edition 1981 Published by arrangement with The Dial Press ISBN 0-520-04236-0 cloth 0-520-04237-9 paper Library of Congress Catalog Card Number 81-51174 Printed in the United States of America 123456789 Copytightad material ^gSS3S38SSSSSSSSSS8SSgS8SSSSSS8SSSSSS©SSSSSSSSSSSSS8SSg CONTENTS PREFACE ix INTROn ilCTION : ONE S F A xi PART J: PRE PARATION I A RELIABLE SHIP 3 U FIND TNG THE WAY AT SEA 24 III THE OCEANS OF THE WORI.n TN ROOKS 42 ]Jl THE TIES OF TRADE 63 V THE STREET CORNER OF EUROPE 80 VI WEST AFRICA AND THE ISI ANDS 95 VII THE WAY TO INDIA 1 17 PART JJ: ACHJF.VKMKNT VIII TECHNICAL PROBL EMS AND SOMITTONS 1 39 IX THE INDIAN OCEAN C R O S S T N C. 164 X THE ATLANTIC C R O S S T N C 1 84 XJ A NEW WORT D? 20C) XII THE PACIFIC CROSSING AND THE WORI.n ENCOMPASSED 234 EPILOC.IJE 261 BIBLIOGRAPHIC AI. NOTE 26.^ INDEX 269 LIST OF ILLUSTRATIONS 1 An Arab bagMa from Oman, from a model in the Science Museum. 9 s World map, engraved, from Ptolemy, Geographic, Rome, 1478. 61 3 World map, woodcut, by Henricus Martellus, c. 1490, from Imularium^ in the British Museum. -
TOME XIX-19811 144° 2 (Aivril- Juln)
ACADNIE DES SCIENCES SOCIALES ETPOLITIQUES INSTITUT D'tTUDES SUD-EST EUROPtENNES TOME XIX-19811 144° 2 (Aivril- juln) Problèmes de l'historiographie contemporaine Textes et documents EDITURA ACADEMIEI REPUBLICII SOCIALISTE ROMANIA www.dacoromanica.ro Comité de rédaction Réclacteur en chef:M. BERZA I Redacteur en chef adjoint: ALEXANDRU DUTU Membres du comité : EMIL CON DURACHI, AL. ELIAN, VALEN- TIN GEORGESCU,H. MIHAESCU, COSTIN MURGESCU, D. M. PIPPIDI, MIHAI POP, AL. ROSETTI, EUG EN STANESCU, Secrétaire du comité: LIDIA SIMION La REVUE DES ÈTUDES SUD-EST EUROPEENNES paralt 4 fois par an.Toute com- mande de l'étranger (fascicules ou abonnement) sera adressée A ILEXIM, Departa- mentul Export-Import Presa, P.O. Box 136-137, télex 11226, str.13 Decembrie n° 3, R-79517 Bucure0, Romania, ou A ses représentants a l'étranger. Le prix d'un abonnement est de $ 50 par an. La correspondance, les manuscrits et les publications (livres, revues, etc.) envoyés pour comptes rendus seront adressés a L'INSTITUT D'ÈTUDES SUD-EST EUROPÉ- ENNES, 71119 Bucure0, sectorul 1, str. I.C. Frimu, 9, téIéphone 50 75 25, pour la REVUE DES ETUDES SUD-EST EUROPÉENNES Les articles seront remis dactylographiés en deux exemplaires. Les collaborateurs sont priés de ne pas dépasser les limites de 25-30 pages dactylographiées pour les articles et 5-6 pages pour les comptes rendus EDITURA ACADEMIEI REPUBLIC!! SOCIALISTE ROMANIA Calea Victoriein°125, téléphone 50 76 80, 79717 BucuretiRomania www.dacoromanica.ro lin 11BETUDES 11110PBB1111E'i TOME XIX 1981 avril juin n° 2 SOMMAIRE -
Medieval Portolan Charts As Documents of Shared Cultural Spaces
SONJA BRENTJES Medieval Portolan Charts as Documents of Shared Cultural Spaces The appearance of knowledge in one culture that was created in another culture is often understood conceptually as »transfer« or »transmission« of knowledge between those two cultures. In the field of history of science in Islamic societies, research prac- tice has focused almost exclusively on the study of texts or instruments and their trans- lations. Very few other aspects of a successful integration of knowledge have been studied as parts of transfer or transmission, among them processes such as patronage and local cooperation1. Moreover, the concept of transfer or transmission itself has primarily been understood as generating complete texts or instruments that were more or less faithfully expressed in the new host language in the same way as in the origi- nal2. The manifold reasons (beyond philological issues) for transforming knowledge of a foreign culture into something different have not usually been considered, although such an approach would enrich the conceptualization of the cross-cultural mobility of knowledge. In this paper, I will examine the cross-cultural presence of knowledge in a different manner, studying works of a specific group of people who created, copied, and modified culturally mixed objects of knowledge. My focus will be on Italian and Catalan charts and atlases of the fourteenth and fifteenth centuries, partly because the earliest of them are the oldest extant specimens of the genre and partly because they seem to be the richest, most diverse charts of all those extant from the Mediterranean region3. In addition, I have relied on the twelfth- century »Liber de existencia riveriarum et forma maris nostris Mediterranei«, a Latin 1 Charles BURNETT, Literal Translation and Intelligent Adaptation amongst the Arabic–Latin Translators of the First Half of the Twelfth Century, in: Biancamaria SCARCIA AMORETTI (ed.), La diffusione delle scienze islamiche nel Medio Evo Europeo, Rome 1987, p. -
Dead Reckoning and Magnetic Declination: Unveiling the Mystery of Portolan Charts
Joaquim Alves Gaspar * Dead reckoning and magnetic declination: unveiling the mystery of portolan charts Keywords : medieval charts; cartometric analysis; history of cartography; map projections of old charts; portolan charts Summary For more than two centuries much has been written about the origin and method of con- struction of the Mediterranean portolan charts; still these matters continue to be the object of some controversy as no one explanation was able to gather unanimous agreement among researchers. If some theory seems to prevail, that is certainly the one asserting the medieval origin of the portolan chart, which would have followed the introduction of the marine compass in the Mediterranean, when the pilots start to plot the magnetic directions and es- timated distances between ports observed at sea. In the research here presented a numerical model which simulates the construction of the old portolan charts is tested. This model was developed in the light of the navigational methods available at the time, taking into account the spatial distribution of the magnetic declination in the Mediterranean, as estimated by a geomagnetic model based on paleomagnetic data. The results are then compared with two extant charts using cartometric analysis techniques. It is concluded that this type of meth- odology might contribute to a better understanding of the geometry and methods of con- struction of the portolan charts. Also, the good agreement between the geometry of the ana- lysed charts and the model’s results clearly supports the a-priori assumptions on their meth- od of construction. Introduction The medieval portolan chart has been considered as a unique achievement in the history of maps and marine navigation, and its appearance one of the most representative turn- ing points in the development of nautical cartography. -
Tail Strikes: Prevention Regardless of Airplane Model, Tail Strikes Can Have a Number of Causes, Including Gusty Winds and Strong Crosswinds
Tail Strikes: Prevention Regardless of airplane model, tail strikes can have a number of causes, including gusty winds and strong crosswinds. But environmental factors such as these can often be overcome by a well-trained and knowledgeable flight crew following prescribed procedures. Boeing conducts extensive research into the causes of tail strikes and continually looks for design solutions to prevent them, such as an improved elevator feel system. Enhanced preventive measures, such as the tail strike protection feature in some by Capt. Dave Carbaugh, Chief Pilot, Boeing 777 models, further reduce the probability of incidents. Flight Operations Safety Tail strikes can cause significant damage and cost taiL strikes: an overview a constant feel elevator pressure, which has operators millions of dollars in repairs and lost reduced the potential of varied feel pressure revenue. In the most extreme scenario, a tail strike A tail strike occurs when the tail of an airplane on the yoke contributing to a tail strike. The can cause pressure bulkhead failure, which can strikes the ground during takeoff or landing. 747-400 has a lower rate of tail strikes than ultimately lead to structural failure; however, long Although many tail strikes occur on takeoff, most the 747-100/-200/-300. shallow scratches that are not repaired correctly occur on landing. Tail strikes are often due to In addition, some 777 models incorporate a tail can also result in increased risks. Yet tail strikes can human error. strike protection system that uses a combination be prevented when flight crews understand their Tail strikes can cause significant damage to of software and hardware to protect the airplane. -
Pedigree of the Wilson Family N O P
Pedigree of the Wilson Family N O P Namur** . NOP-1 Pegonitissa . NOP-203 Namur** . NOP-6 Pelaez** . NOP-205 Nantes** . NOP-10 Pembridge . NOP-208 Naples** . NOP-13 Peninton . NOP-210 Naples*** . NOP-16 Penthievre**. NOP-212 Narbonne** . NOP-27 Peplesham . NOP-217 Navarre*** . NOP-30 Perche** . NOP-220 Navarre*** . NOP-40 Percy** . NOP-224 Neuchatel** . NOP-51 Percy** . NOP-236 Neufmarche** . NOP-55 Periton . NOP-244 Nevers**. NOP-66 Pershale . NOP-246 Nevil . NOP-68 Pettendorf* . NOP-248 Neville** . NOP-70 Peverel . NOP-251 Neville** . NOP-78 Peverel . NOP-253 Noel* . NOP-84 Peverel . NOP-255 Nordmark . NOP-89 Pichard . NOP-257 Normandy** . NOP-92 Picot . NOP-259 Northeim**. NOP-96 Picquigny . NOP-261 Northumberland/Northumbria** . NOP-100 Pierrepont . NOP-263 Norton . NOP-103 Pigot . NOP-266 Norwood** . NOP-105 Plaiz . NOP-268 Nottingham . NOP-112 Plantagenet*** . NOP-270 Noyers** . NOP-114 Plantagenet** . NOP-288 Nullenburg . NOP-117 Plessis . NOP-295 Nunwicke . NOP-119 Poland*** . NOP-297 Olafsdotter*** . NOP-121 Pole*** . NOP-356 Olofsdottir*** . NOP-142 Pollington . NOP-360 O’Neill*** . NOP-148 Polotsk** . NOP-363 Orleans*** . NOP-153 Ponthieu . NOP-366 Orreby . NOP-157 Porhoet** . NOP-368 Osborn . NOP-160 Port . NOP-372 Ostmark** . NOP-163 Port* . NOP-374 O’Toole*** . NOP-166 Portugal*** . NOP-376 Ovequiz . NOP-173 Poynings . NOP-387 Oviedo* . NOP-175 Prendergast** . NOP-390 Oxton . NOP-178 Prescott . NOP-394 Pamplona . NOP-180 Preuilly . NOP-396 Pantolph . NOP-183 Provence*** . NOP-398 Paris*** . NOP-185 Provence** . NOP-400 Paris** . NOP-187 Provence** . NOP-406 Pateshull . NOP-189 Purefoy/Purifoy . NOP-410 Paunton . NOP-191 Pusterthal .