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What prompted you to write the book about collisions at sea ?4
http://www.sailed4seas.com/cn/ 李文愚的个人网站
李文愚的个人网站 235 新北市中和区中山路２段2巷13弄18号4楼
猫一套，狗一套，每个人都有一套 。 这是一个老水手的智慧， 每一种动物都有他身体的特殊构造，配合他基本的直觉，以便在这个世界上生存。 就像猫有爪子与夜间的视力，他的身体有很强的平衡能力，就算从高空坠落，也不会受伤，猫适合在夜间活动，与在树林间 穿梭。狗只会大声叫，晚上什么东西都看不到，也没办法爬树，就算危险来临的时候 ，也一样，所以都只能成群结党 ，以便在地面上求生存。 他没有退路， 对於这些动物来讲，他的身体构造特殊技能， 没有比较好或是比较坏的 差别，有的只是为了适应环境的不同，所产生的需要。 每个人都有自己的一套，但是 相对於动物来讲，就没有那么明显。 想像一下，一条小蛇刚刚破壳而出，就已经有能力去寻找食物求生， 一只小的海龟 ，刚破壳出来，就需要在沙滩上奋力前行，直到大海， 这样才有活路。 人类相对於其他动物来讲，出生的时候是非常的脆弱，我们是因为有父母亲的保护，才能够学到适当的方法以便 面对生活的挑战。这些学习的过程与材料，是如此的不同，想像一个在北极圈出生的婴儿，跟在热带雨林里面生存的小孩，他们要面对如何不同的环境。所以我们人类就会有不同的谋生技能，以及生存的问题。每个人在出生的时候，都是具有相同的反射动作， 保护我们最基本的生存需求。就像婴儿 脸部如果碰到水，就会自动停止呼吸， 但是这样的反射动作，经过几个月以后，就会消失 ，如果我们没有经过记忆的反覆强化与习惯的养成，这些我们与生俱来的反射动作，就是我们列祖列宗留在我们身上的印记。 选择性的记忆 我们的记忆是，依照我们的喜好，而具有选择性的 。那是由四个部分所组成的，第一是感官记忆， 第二是短期记忆 ，第三是长期记忆 ，第四是我们的工作记忆，这四种记忆主导著人类的所有活动，但是我们已经太习惯於他的使用 ，所以已经没有自觉了，这是从我们孩提时代，就养成的惯性 。如果这些记忆，已经有些失焦变形或模糊 ，我们都没有办法，使用自己的力量去修正它。 我们如果能够充分了解，它的功能与限制，才能够增进我们各方面的能力。 感官记忆是由我们五种感官，眼耳鼻口与皮肤 得来的， 大部份的世界我们都没有办法，用我们的手或者身体去接触到， 我们舌头能够尝到味道的东西，那就更少。 我们的嗅觉 ，最多只能闻到几步外的人类气味 ，而且还要看风是往哪一个方向吹。所以这三个感官触觉 嗅觉 味觉， 都是需要在我们幼年的时候，由我们的父母亲来监督使用， 才不会让我们受到不必要的伤害，例如碰到太烫的东西，吃喝到有毒的食物跟气体。 我们的认知过程，大部分是依赖於我们的能力，去找出有用的线索， 然后去发觉什么东西， 看起来很奇怪， 一旦我们注意到某些事情， 有所不同， 我们就会试著去记忆 ，经由几分之一秒时间之内，眼睛的观察， 去记忆它的图像。 只要短暂的显示，人们经常会报告，他们看到的东西，远比他们能够用嘴巴说出来的东西还要多。 这些他们嘴巴说得出来的，最多五 六样，是逻辑性的记忆， 会让他们有更多的注意力，是他的意识。 那些他们嘴巴没办法说出口的，事实上是被他的 潜意识所感觉到的 图像记忆， 可以短暂的储存一个画面，储存的时间，只有0.2秒的长度，至於潜意识能够储存的图像内容有多少，也没有人能知道，各位可以回想一下，当你第一眼见到你老婆的时候，你还记得多少细节。 我们通过听力，可以听到我们的老师/磁带/ MP3提供的演讲，或者通过我们自己的默念，来建构世界的能力。声音记忆是另一种类型的感官记忆，可以短暂存储大约2秒钟的声音。声音记忆比图像记忆，需要更长的时间，是因为人类的言语交流，必须以可识别的语法，逐个地构建他人的意思。一个字或一个声音，不能正确地表达我们的意图，就像老话说的“一张照片胜过千言万语”。只要看一眼，我们可以讲2秒以上的故事，因为图片提供更多的线索，通过适当的培训，这可以引起我们更多的学习效果。这就是为什么，新型避碰训练，需要更多的图像线索，而不仅仅是逻辑上理解，船长或教师在船桥模拟器中，提供的口头说明。通过了解这些记忆的限制， 我们才能了解，沟通的困难，而不是把沟通，当作是单向宣导的理所当然。 我们的五种感觉器官，是人理解世界的界面。我们所知道的一切，都是从这些感觉5加5开始的。系统记忆，包括我们在特定时间，所拥有的所有感官记忆（每次5 加减 2个项目），并且累积了无数次5 加/减 2个项目的实例，多年后，在逻辑上合理化我们感觉到的世界。最重要的是，这些逻辑合理化的记忆强度，取决於当时的情绪。不用说，每个人都知道逻辑是有意识的，情绪是潜意识的。我们当时的情绪，提供了在下一次发生同样事情时，作出反应的速度，情绪越强，反应越快。 如果没有情绪或感觉发生，我们的训练或学习，最有可能是被浪费了。 我们在这里澄清意识和潜意识的原因是，“大多数人为错误，是在没有我们的感觉的情况下引起的"，而当时错误链，有可能已经蔓延到致命的危险。这个世界上，有最复杂精密感觉的是大象，每个人都知道大象是智慧的。 但是，最大的动物生活在土地上，有比地球上所有的动物，都敏感的感觉记忆，大象有世界上最长的鼻子和最大的耳朵，为什么最大的动物，需要能注意到最轻微的危险信号？这意味著 我们应该知道什么吗？没有感觉，就没有学习的能力。 短期记忆 ，容许我们找回持续数秒到一分钟前的感官记忆，无需回想。 令我们惊奇的是，短期记忆存储容量是非常有限的：实验表明，短期记忆存储量是7±2项（“乔治・米勒（1956）神奇数字7±2”）。 现代研究的估计，短期记忆的容量甚至更低，通常为4-5项; 然而，可以通过称为区块化的过程，来增加其内容量。 例如，在回忆10位数字的电话号码时，人们可以将数字分成三组：第一组，区号（例如123），然后是三位数的区块（456），最后一个四位数的区块7890）。 这种记住电话号码的方法，比尝试记住10位数字的数字串更有效; 我们可以将信息，分成有意义不同区块的这种能力，在我们的认知过程中，是非常重要的，我们将在以后的章节中讲解。 感官记忆和短期记忆的存储 ，通常具有严格的容量和持续时间，这意味著信息不会被无限期地保留（如果我们不马上忘记外面的世界，我们的大脑很快就会被噪声淹没）。相比之下，长期记忆可以存储大量的信息，持续在无限时间内（有时是一辈子这么长）。它的容量是无法估量的。例如，给一个随机的七位数字，我们可能会记住，只有几秒钟，然后忘记，这表明它是存储在我们的短期记忆中。另一方面，我们可以通过重复几次，多年后，仍能记住这组特定的电话号码;这种信息，就是存储在长期记忆中。重复次数决定了，我们大脑记住它的倾向。除了数据的重复次数，存储在我们大脑中资料的持续时间，对於建立长期记忆也很重要。科学家已经证明，长期记忆，只能在两个月后，才能形成。通过用电击参与者，以测试他们大脑中的长期记忆，需要多久时间，能剩下多少。电击，可能会导致他们，忘记两个月内学习的任何事情(短期记忆)，但是他们在电击前两个月的知识和技能(长期记忆)，仍然是完整的。了解这些长期记忆的限制，在我们自学与教学的时候，可以有更正确的做法。 Long term memory consist of two part : Procedural Memory, like fasten shoes string or get up from bed. We knew exactly how to do it but cannot tell where, when and why we can do it. These procedural memory is what we can do unconsciously but not knowing why. For those long term memories of what, who, where had happened we called it Episodic Memory or Context memory, like the memory of our wedding ceremony. These are memories we can rationalize it and present it in verbal consciously. Anything in conscious is slow like speech and anything in unconscious caqn be fast like running. Most of the time, we are doing things in unconscious, including our mistake, human error. 长期记忆由两部分组成：程序记忆，如绑鞋带，拿筷子或从床上起床。 我们知道如何做，但不知道我们在哪里，何时学会，以及为什么会做。 这些程序记忆我们会无意识地的做，经常也不知道为什么这么做。 对於那些长期的回忆，可以说得出谁，哪里，发生了什么事，我们称之为“剧情记忆”或“情境记忆”，就像我们婚礼的记忆。 这些都是我们可以合理化的回忆，并且在言语上，有意识地呈现出来。 任何有意识的事情，都是缓慢的，就像演讲，任何无意识的事情，才能够很快，就像跑步。 大多数时候，我们都在无意识地做事情，包括我们的错误，人为错误。而我们的适职能力，需要的是我们无意识的程序记忆。 https://youtu.be/sqtEdu2UOGU http://www.sailed4seas.com/cn/hot_409143.html 猫一套 狗一套 2023-11-16 2024-11-16
李文愚的个人网站 235 新北市中和区中山路２段2巷13弄18号4楼 http://www.sailed4seas.com/cn/hot_409143.html
李文愚的个人网站 235 新北市中和区中山路２段2巷13弄18号4楼 http://www.sailed4seas.com/cn/hot_409143.html
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首页 ＞ 最新消息 > What prompted you to write the book about collisions at sea ?

"

Gilbert Lee Podcast

Ans. Thank you Captain for your kindness to invite me to your podcast. First, let me introduce myself.  I have worked in container shipping for 30 years serving in command. I was also a  simulator instructor in Evergreen Seafarer Training Centre in 1999. At my age, now you will realise  I was a first generation programmer in Personal Computers, specifically on "Apple II" before I joined the shipping industry. With this 1980 computer background, I saw shipping in a different logical way from traditional mariners.

 

  • What prompted you to write the book about collisions at sea (Nautical Institute)
  • Ans: In 1999, there was a collision between an Evergreen vessel "Ever Decent" and the cruise liner "Norwegian Dream" in the English Channel. At that time, there was no VDR or GPS to record the tracks for studying what really happened at sea. We got a radar plotting track from Dover Strait Coast Guard which showed at least 8 big vessels and numerous fishing boats coming from four directions, North South East West. The "Ever Decent" was overtaking another vessel on her starboard side three minutes before collision whilst the  "Norwegian Dream" was on a collision course approaching from her Port side. On paper there was no way out for Ever Decent to get away from collision. As a simulator instructor, I re-constructed the collision scene  and let the professional Mariners run the exercise from the ‘Ever Decent’ bridge. 
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  • My expectations were that only a few trainees would be able to avoid the collision in this case. But, the results were not what I had expected. Only very few simulated exercises resulted in collisions. What appeared to be a situation where in theory it would be impossible to avoid a collision turned out to be a situation where it was very hard to collide!. The assessment of ‘collision risk’ I knew must be all wrong. This prompted me to study what is a collision and how they can be avoided. After 5 or 6 years, I had concluded 10 chapters for a book on collision avoidance which was published in 2006 by The Nautical Institute. I wanted to publish my findings to open a wider discussion in The Nautical Institute's journal Seaways. 
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  • Do you think the Collision Regulations are not clear enough for seafarers?
  • Ans: Everybody knows our driving license can not guarantee we drive safely all the time on the road. How can The COLREGS  teach us how to avoid collisions at sea? The COLREGs by their nature tell  seafarers "What to do" when you meet another vessel at sea.  The COLREGs do not tell you "How to avoid collision" and "Why you have to take avoiding action like this". For example, the COLREGS say "avoid collision by taking action early and with ample distance before collision". But The COLREGS do not tell you how many minutes is ‘early’ or what distance ahead is ample? No numerical criteria, is one of their i deficiencies. The main reason of course was that in 1975 it was impossible for a vessel to know her track while she was taking action to avoid the collision. This part of the information needed to be provided by senior officers at sea. Another example is forbidding the use of relative bearings. Finally there are no clear rules for multi-vessel encounters. In my recent studies I conclude that if all vessels alter 10 degrees to starboard it will reduce collision considerably. Currently when there is risk of collision one vessel has to maintain course and speed.  This can be  a serious mistake. What happens when another vessel does not give way like in Ever Decent case or  did not see your vessel like in the Sanchi case or there was no body on bridge at all?  The fate of a collision can be unavoidable.
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  • Can you share one case study where you felt that the collision happened due to misunderstanding of the COLREGS?
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  • Ans: I cannot say any one was a misunderstanding of the COLREGS. The COLREGS are a very good convention which makes everybody responsible under the  famous rule number 2. We never heard any parties argue that the COLREGS are responsible. Seafarers in my opinion have just relied on The COLREGS too much especially those English speaking OOWs. There is a tendency for Seafarers to overlook any vessel coming from port side whether it presents a collision risk or not? The COLREGS specify the  stand on vessel's action in three stages according to the imminent risk of collision . For a young OOW, it is hard to tell what stage of collision risk ownship is now? For example the OOW has to decide when I should best take action to avoid the collision. This is not a misunderstanding of the COLREGS as such but a weakness in their applicability.
  • What updates do you suggest for the COLREGS and why?
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  • The most important update needed to the  COLREGS is to amend the out of date requirements for navigational lights. Confusing a big vessel like "Sanchi" with numerous small fishing boats is always the most dangerous thing at sea. Current navigational light arrangements are inherited from sailing ship times in the 18th century. Imaging a 300 meters long vessel with only 5 low intensity lamps all around to mark its existence at sea when surrounded by fishing boats with 3000watt lights fishing. If any one can tell there is big vessel approaching  by visual lookout he must be a very experienced OOW. We need new side light arrangements which I call alleyway lights to distinguish the big vessel from other small vessels.  1 I suggest installing alleyway high illuminated LED lights at set intervals along the shipside to be visible by its alignment and numbers related to her length as currently used by high freeboard container ships, coloured violet for port, yellow for starboard to differentiate the large vessel from fishing vessels lights. 2 These lights could then be linked to a rate of turn instrument and could flash in sequence to indicate the speed and direction of vessel rotation to give an unmistakable indication and the possible consequences of her manoeuvre. Other  amendments to the COLREG S will need a total agreement world wide which is not a simple task. And it will need my measured approach of collision avoidance to solve the current ambiguities. I don't see the maritime industry has the energy to do the study to update it like me.
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Ans: It is the visual lookout skills we need to identify the most dangerous targets in a critical emergency situation and verify the collision avoidance actions based on potential distance and time to collision. Another one is improving radar lookout skills by using speed vectors as presented on the radar screen. These two practical ways of maintaining a lookout can be used all the time. But there are other things that you may not aware of which I have been working on to provide guidance for our daily watch at sea. For example 

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  • What should navigators do to avoid collisions in restricted waters?even when the Pilot is onboard?
    • Ans: To avoid  collisions in restricted water is traditionally the  Captain’s Job which requires different collision avoidance criteria. In restricted waterways, there are no stand on or give way vessel preferences. Every close encounter is an imminent risk. To avoid a collision is to avoid the collision point by any means, as specified in Rule 2. This kind of skill is in my opinion old fashioned. To avoid the collision using the  3 minutes speed vector is my recommendation which needs very precise training through my exercises. How to make the ‘situation report’ in restricted waterways by OOW  to the Captain or Pilot with the new 3 minute speed vector skill is explained in my "BRM for 21 century" book. I have released it all in my personal website. www.sailed4seas.com   Readers are encouraged to read it while it is free of charge now. 

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