Paths and directions
The shortest route is not straight
The shortest path between two points on a sphere is an arc of a great circle, and on almost every map it is a curve. The straight line on a Mercator chart is a different route entirely, and on some journeys it is twenty-eight per cent longer.
Why Mercator exists
A ship can hold a compass bearing and cannot easily hold a great circle. Mercator is the answer to one question — what must a map do so that a constant bearing is a straight line — and it answers it exactly.
The gnomonic companion
One projection turns every great circle into a straight line, and it is the only one that does. It shows less than half the sphere, distorts enormously, and was indispensable for three centuries because of that single exact property.
The great-circle vertex
One quantity is constant along a shortest path on a sphere, and it fixes the highest latitude that path will reach before the journey starts. That number is why polar routes exist, and it can be read off the departure bearing without tracing the route at all.
Geodesics on the ellipsoid, and why they are hard
The shortest path on a flattened Earth is not a plane curve, has no closed form, and can be longer or shorter than the spherical answer depending on which way it runs. Every practical method is a series or an iteration, and the correction changes sign.
The route with no shortest path
Between a point and the point diametrically opposite there are infinitely many shortest routes and no shortest route, and the standard formula for the distance between two places stops converging in a neighbourhood of it. The failure is a property of the question rather than a defect in the answer.
Flying a curve in straight legs
Nobody steers a great circle, because a great circle requires the heading to change continuously. What is actually flown is a handful of constant-heading legs between waypoints on it, and the gap between plan and curve falls as the square of the number of legs.
A route that must go round
A shortest route is usually free to go anywhere, and no real route is. The shortest path past a circular exclusion is two tangent great circles and an arc of the rim — a closed form that agrees with a shortest-path search to three metres in 9,598 kilometres — and it costs not the obstacle's size but the square of how far the obstacle reaches past the route.
The quickest route is not the shortest
In a medium that does nothing, length and time are the same question divided by a constant. Once the water moves, they are different questions with different answers: the quickest track sails five per cent further and arrives eleven per cent sooner, and the journey back takes four times as long as the journey out.
Where the shortest route stops being the only one
On a sphere there is exactly one point with no shortest route from a given place: the antipode. On the ellipsoid the Earth actually is, that point is an arc — sixty-six kilometres of the antipodal meridian for a point on the equator, half a kilometre for one at 85°, and every point of it reachable by two different geodesics of exactly equal length.
The shortest route is not at sea level
Routes are computed on a surface and nothing is ever flown on one. The offset of a sphere is a sphere, so at altitude the great circle is the great circle. The offset of an ellipsoid is not an ellipsoid — its radii of curvature are M + h and N + h, which belong to no ellipsoid — so the shortest route at cruising height does not lie above the shortest route on the ground.
A circle of a distance is not a circle
Eleven essays in this field have followed a route across a map. A range ring is not a route — it is the edge of a set — and drawing one exposes a failure the route essays cannot: the same ground distance comes out 4.17 times longer in one direction than another on a common projection, and 13.03 times at 70° north.
Nearest of many is a partition
One reach question with one source is a disc. With several sources it is a division of the whole surface, every place belonging to whichever source is nearest — and computing that division in the plane the data is stored in hands away between 0.75 and 22.16 per cent of the ground, in unbroken strips up to 1,591 kilometres across.
A corridor has a width the page cannot keep
Buffering a line is the most-run operation in spatial analysis and the corridor it produces is a reach set with two failures nobody separates: stroked on the page, one width covers 190 to 471 kilometres of ground along a single route; computed in closed form, the formula stops being the area at a width the route's own length fixes, and eventually claims more ground than the sphere has.
The line drawn straight on the page is a route
Eleven essays draw the route on the map. Nobody has drawn the map's own proposal: the ground curve somebody follows by laying a ruler on the page. It has a name on exactly two projections and is 18.2 per cent long on the one where it is famous.
A reach set with a cost that depends on direction
A reach set built out of a distance is symmetric and isotropic by construction. Nothing anybody travels is: in a flow at 45 per cent of a vehicle's own speed the same vehicle gets 4,261 kilometres one way and 1,653 the other — a ratio of 2.58 — while the ground it covers grows by ten per cent.
The set that can be reached is not the set that can reach
The moment a cost stops being symmetric, two questions that read alike stop having the same answer. Under a flow at 45 per cent of a vehicle's own speed the set reachable from a place and the set from which the place is reachable have the same area to five significant figures and share 32 per cent of their union — so 68 per cent of the ground in one of them is not in the other.
The shortest route a vehicle can fly
A shortest path under a metric says nothing about whether the thing travelling can follow it. Bound the curvature and the route depends on two headings as well as two positions: the turning cost is a fixed 1.81 kilometres whatever the leg length, so it is 18 per cent of a short leg and 0.28 per cent of a long one, and the whole of it vanishes when the vehicle happens to be pointing the right way.
The most compact shape depends on the paper
A geodesic disc attains the isoperimetric bound on a sphere — its score is one, exactly, at any radius. Score the same nine regions from their images on ten projections and four of them put something else on top, an oval and its own 45° rotation come out 4.7 per cent apart, and the projection that preserves the order is not the equal-area one.
The score is not stable at any scale
One boundary, read at eight resolutions from sixteen points to two thousand and forty-eight: the compactness score falls from 0.980 to 0.834 and is still falling. Changing the projection instead moves it by 0.69 per cent. The two decisions are made by the same person on the same afternoon and only one of them is ever reported.
Every reach set ever drawn is too small
An isochrone is drawn by walking out along a finite number of bearings and joining the points, so its vertices are on the true boundary and its edges are chords — which puts the drawn set inside the true one, always, at every count, for any convex reach set. The deficit falls as the square of the count, and a spherical cap loses less than a circle by exactly cos t (1 + cos t)/2.
A partition under a directed cost has two versions
Dividing a surface among several sites is one question when the cost is a distance and two questions when it is not. Under a steady flow at 0.45 of a vehicle's own speed, the division by who can reach a place soonest and the division by which place can be reached soonest disagree about 50.7 per cent of the sphere — while no site's own share of the world moves by more than 3.87 points.
The shortest route between two coasts
A shortest path is usually asked for between two points. Between two regions the answer is attained at a pair of boundary points, and which pair is not the pair any page makes look nearest — a cylindrical map picks a pair 2,135 kilometres from the right one across the Atlantic, and 1,716 kilometres wrong between Chile and New Zealand, where its route is 22.5 per cent long.
A crossing is a chain of decisions
A route is handed back as a curve, and nothing anybody flies is decided once. Re-planning is worth exactly nothing when the forecast turns out right — a sub-path of an optimal path is optimal, and the chain is the plan. When it turns out wrong it recovers 19 per cent of the cost at two decisions and 83 at eighteen, and never all of it.
The reach set takes the shape of the roads
On open ground a reach set is a disc. On a grid of roads it converges to the convex hull of a diamond and a disc, and once the roads are √2 times faster than the ground between them the ground's speed stops mattering at all. A range ring drawn at road speed then claims 57 per cent more ground than anybody can reach.
A drawn reach set stops at the river
A polygon drawn through a fan of bearings round a reach set is short by a chord deficit that falls as the square of the count — on ground with nothing in the way. Put a river three kilometres off, crossable at bridges, and the polygon misses 30 per cent of the reachable ground at every count from forty-eight bearings to a thousand, and a convergence check passes on it.
The rule that keeps a route near land is pinned at both ends
A crossing that may never be more than a stated distance from an airfield is refused below one radius and free above another, and each wall is set by a single feature of the ocean. Between them the price falls continuously, with corners and no jumps — and at the lower wall it falls as the square root of the allowance, so the first kilometre is worth twelve of route.
A crossing bends by a law only a conformal chart can show
A ship leaving pack ice for open water takes its quickest route by bending at the ice edge, so that the sines of its angles to the perpendicular stand in the ratio of its two speeds. The law has nothing in it but angles, so on Mercator it can be checked with a protractor — and on a plate carrée at sixty degrees north the same crossing reads as a ship making ten kilometres an hour in the ice rather than six.
A diversion allowance in a wind is the same circle, moved upwind
A diversion rule written in minutes is turned into a distance by assuming still air. In a uniform wind the places from which an airfield can be reached in sixty minutes are not a stretched region but the still-air circle moved upwind by the wind's run. A 150 km/h northerly makes the still-air route across the North Atlantic need a diversion of 68.7 minutes, a southerly makes it 54.0 — and the least radius at which the ocean can be crossed barely moves.
A jet moves the floor that a uniform wind cannot
A uniform wind leaves the least radius at which the North Atlantic can be crossed almost where it was, because it blows the same way on both halves of every gap between airfields. A jet does not. A southerly of 200 km/h past the southern tip of Greenland lowers that floor by 36.9 kilometres, the same jet 400 kilometres further west raises it by 23.3, and one integral of the wind along each gap predicts every such move to within a few kilometres.
A line of position is Newton's method, but only on a conformal chart
An altitude of a star puts a ship on a circle five thousand kilometres across, and the intercept method replaces that circle with a straight line. On Mercator the fix those lines give is one step of Newton's method: its error falls as the square of the assumed position's, and re-running it turns 300 kilometres into 24 metres in two steps. On a sheet that does not correct longitude for latitude it keeps a fixed share of every east–west error, one less the cosine of the latitude — 36 per cent at 50° north.
A cocked hat holds the ship one time in four
Three lines of position with any error in them bound a small triangle, and the instinct is that the ship is inside. With independent errors it is inside one time in four, whatever the triangle's shape. A common error in every sight makes that almost always when the stars surround the ship and almost never when they do not. And on a sheet that forgets the latitude, the triangle keeps its size and moves off the ship altogether.
The residual reports the error the fix was immune to
A fourth sight gives a four-line fit something three lines never had: a leftover. The leftover is a real measurement of the sights, and it is useless exactly where it is needed. One number computed from the four azimuths alone — before any star is observed — says how much of a common error reaches the residual, and it is 1 when the bodies stand at the quarters of the compass, where such an error moves the fix by nothing at all, and 0.004 when they are bunched within sixty degrees, where it moves the fix by two kilometres.
What the extra unknown costs where nothing can see it
Four lines of position can estimate a common error in every sight as well as the position. The estimate is honest — three kilometres put in comes back as 2.8 — and where the residual is blind, its scatter is plus or minus thirty-one, and the fix that carries it is scattered fourteen kilometres from the ship against the biased fix's two and a half. Letting the residual choose between the two is worse than either, because a test with no power is a one-in-twenty lottery on the worse answer.
A confidence ellipse is honest only where the sheet keeps angles
The cocked hat covers seven square kilometres and holds the ship a quarter of the time; the confidence ellipse from the same three sights covers fifty and holds it ninety-five per cent, which is what it was built to do. On a plotting sheet whose longitude is not corrected for latitude that ellipse fails in two unrelated ways — its centre is displaced, which costs coverage and depends on the navigator's own assumed position, and its shape is misread, which costs nothing but meaning and depends only on the latitude.
A bend in the barrier puts the drawn polygon over water
A straight river leaves the near side of a reach set convex, and that is what makes a fan of bearings fail in one direction only: every chord cuts a corner, nothing is claimed that is not there. A meander breaks both halves of that at once — a bearing can leave the set and come back, and a chord between two bearings can cross water. So the drawn polygon now over-claims as well as omitting. The question was whether the two partly cancel. They do not, and the reason is not their signs: the over-claim never reaches a fiftieth of the omission, because one scales with the whole set and the other only with the barrier.
A streak along the jet moves the floor while the crossing is flown
The diversion floor answers only to the difference between the wind on a gap's two halves, and every case so far produced that difference by moving a jet sideways. A jet carrying a streak — a thousand kilometres of core markedly faster than the rest — produces the same difference with nothing changed across the flow at all, and moves the floor by up to 43 km where the same jet at one speed along its whole length moves it by ten metres. Plotted against the half-integral difference the two geometries fall on one line: the floor cannot tell them apart. And because a streak drifts with the flow, the allowance an operator must satisfy is 30 km higher than the one the departure analysis reported.
A low sight is worth keeping only if it is weighted
A body five degrees above the horizon is seen through so much air that its refraction correction is ten times a high body's, and a tenth of that correction uncertain doubles the sight's error. Given the same weight as the others, a sight below seven degrees makes the fix worse than throwing it away; weighted by its variance it never does. The ellipse drawn without weights is turned twenty degrees from the right one, and a navigator who must guess the weights loses far less by guessing high.
38 essays in this field, the first 16 of them shown with their opening figure.