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What prompted you to write the book about collisions at sea ?4
http://www.sailed4seas.com/ 李文愚的個人網站
李文愚的個人網站 235 新北市中和區中山路２段2巷13弄18號4樓
貓一套，狗一套，每個人都有一套 。 這是一個老水手的智慧， 每一種動物都有他身體的特殊構造，配合他基本的直覺，以便在這個世界上生存。 就像貓有爪子與夜間的視力，他的身體有很強的平衡能力，就算從高空墜落，也不會受傷，貓適合在夜間活動，與在樹林間 穿梭。狗只會大聲叫，晚上什麼東西都看不到，也沒辦法爬樹，就算危險來臨的時候 ，也一樣，所以都只能成群結黨 ，以便在地面上求生存。 他沒有退路， 對於這些動物來講，他的身體構造特殊技能， 沒有比較好或是比較壞的 差別，有的只是為了適應環境的不同，所產生的需要。 每個人都有自己的一套，但是 相對於動物來講，就沒有那麼明顯。 想像一下，一條小蛇剛剛破殼而出，就已經有能力去尋找食物求生， 一隻小的海龜 ，剛破殼出來，就需要在沙灘上奮力前行，直到大海， 這樣才有活路。 人類相對於其他動物來講，出生的時候是非常的脆弱，我們是因為有父母親的保護，才能夠學到適當的方法以便 面對生活的挑戰。這些學習的過程與材料，是如此的不同，想像一個在北極圈出生的嬰兒，跟在熱帶雨林裡面生存的小孩，他們要面對如何不同的環境。所以我們人類就會有不同的謀生技能，以及生存的問題。每個人在出生的時候，都是具有相同的反射動作， 保護我們最基本的生存需求。就像嬰兒 臉部如果碰到水，就會自動停止呼吸， 但是這樣的反射動作，經過幾個月以後，就會消失 ，如果我們沒有經過記憶的反覆強化與習慣的養成，這些我們與生俱來的反射動作，就是我們列祖列宗留在我們身上的印記。 選擇性的記憶 我們的記憶是，依照我們的喜好，而具有選擇性的 。那是由四個部分所組成的，第一是感官記憶， 第二是短期記憶 ，第三是長期記憶 ，第四是我們的工作記憶，這四種記憶主導著人類的所有活動，但是我們已經太習慣於他的使用 ，所以已經沒有自覺了，這是從我們孩提時代，就養成的慣性 。如果這些記憶，已經有些失焦變形或模糊 ，我們都沒有辦法，使用自己的力量去修正它。 我們如果能夠充分了解，它的功能與限制，才能夠增進我們各方面的能力。 感官記憶是由我們五種感官，眼耳鼻口與皮膚 得來的， 大部份的世界我們都沒有辦法，用我們的手或者身體去接觸到， 我們舌頭能夠嘗到味道的東西，那就更少。 我們的嗅覺 ，最多只能聞到幾步外的人類氣味 ，而且還要看風是往哪一個方向吹。所以這三個感官觸覺 嗅覺 味覺， 都是需要在我們幼年的時候，由我們的父母親來監督使用， 才不會讓我們受到不必要的傷害，例如碰到太燙的東西，吃喝到有毒的食物跟氣體。 我們的認知過程，大部分是依賴於我們的能力，去找出有用的線索， 然後去發覺什麼東西， 看起來很奇怪， 一旦我們注意到某些事情， 有所不同， 我們就會試著去記憶 ，經由幾分之一秒時間之內，眼睛的觀察， 去記憶它的圖像。 只要短暫的顯示，人們經常會報告，他們看到的東西，遠比他們能夠用嘴巴說出來的東西還要多。 這些他們嘴巴說得出來的，最多五 六樣，是邏輯性的記憶， 會讓他們有更多的注意力，是他的意識。 那些他們嘴巴沒辦法說出口的，事實上是被他的 潛意識所感覺到的 圖像記憶， 可以短暫的儲存一個畫面，儲存的時間，只有0.2秒的長度，至於潛意識能夠儲存的圖像內容有多少，也沒有人能知道，各位可以回想一下，當你第一眼見到你老婆的時候，你還記得多少細節。 我們通過聽力，可以聽到我們的老師/磁帶/ MP3提供的演講，或者通過我們自己的默念，來建構世界的能力。聲音記憶是另一種類型的感官記憶，可以短暫存儲大約2秒鐘的聲音。聲音記憶比圖像記憶，需要更長的時間，是因為人類的言語交流，必須以可識別的語法，逐個地構建他人的意思。一個字或一個聲音，不能正確地表達我們的意圖，就像老話說的“一張照片勝過千言萬語”。只要看一眼，我們可以講2秒以上的故事，因為圖片提供更多的線索，通過適當的培訓，這可以引起我們更多的學習效果。這就是為什麼，新型避碰訓練，需要更多的圖像線索，而不僅僅是邏輯上理解，船長或教師在船橋模擬器中，提供的口頭說明。通過了解這些記憶的限制， 我們才能了解，溝通的困難，而不是把溝通，當作是單向宣導的理所當然。 我們的五種感覺器官，是人理解世界的界面。我們所知道的一切，都是從這些感覺5加5開始的。系統記憶，包括我們在特定時間，所擁有的所有感官記憶（每次5 加減 2個項目），並且累積了無數次5 加/減 2個項目的實例，多年後，在邏輯上合理化我們感覺到的世界。最重要的是，這些邏輯合理化的記憶強度，取決於當時的情緒。不用說，每個人都知道邏輯是有意識的，情緒是潛意識的。我們當時的情緒，提供了在下一次發生同樣事情時，作出反應的速度，情緒越強，反應越快。 如果沒有情緒或感覺發生，我們的訓練或學習，最有可能是被浪費了。 我們在這裡澄清意識和潛意識的原因是，“大多數人為錯誤，是在沒有我們的感覺的情況下引起的"，而當時錯誤鏈，有可能已經蔓延到致命的危險。這個世界上，有最複雜精密感覺的是大象，每個人都知道大象是智慧的。 但是，最大的動物生活在土地上，有比地球上所有的動物，都敏感的感覺記憶，大象有世界上最長的鼻子和最大的耳朵，為什麼最大的動物，需要能注意到最輕微的危險信號？這意味著 我們應該知道什麼嗎？沒有感覺，就沒有學習的能力。 短期記憶 ，容許我們找回持續數秒到一分鐘前的感官記憶，無需回想。 令我們驚奇的是，短期記憶存儲容量是非常有限的：實驗表明，短期記憶存儲量是7±2項（“喬治·米勒（1956）神奇數字7±2”）。 現代研究的估計，短期記憶的容量甚至更低，通常為4-5項; 然而，可以通過稱為區塊化的過程，來增加其內容量。 例如，在回憶10位數字的電話號碼時，人們可以將數字分成三組：第一組，區號（例如123），然後是三位數的區塊（456），最後一個四位數的區塊7890）。 這種記住電話號碼的方法，比嘗試記住10位數字的數字串更有效; 我們可以將信息，分成有意義不同區塊的這種能力，在我們的認知過程中，是非常重要的，我們將在以後的章節中講解。 感官記憶和短期記憶的存儲 ，通常具有嚴格的容量和持續時間，這意味著信息不會被無限期地保留（如果我們不馬上忘記外面的世界，我們的大腦很快就會被噪聲淹沒）。相比之下，長期記憶可以存儲大量的信息，持續在無限時間內（有時是一輩子這麼長）。它的容量是無法估量的。例如，給一個隨機的七位數字，我們可能會記住，只有幾秒鐘，然後忘記，這表明它是存儲在我們的短期記憶中。另一方面，我們可以通過重複幾次，多年後，仍能記住這組特定的電話號碼;這種信息，就是存儲在長期記憶中。重複次數決定了，我們大腦記住它的傾向。除了數據的重複次數，存儲在我們大腦中資料的持續時間，對於建立長期記憶也很重要。科學家已經證明，長期記憶，只能在兩個月後，才能形成。通過用電擊參與者，以測試他們大腦中的長期記憶，需要多久時間，能剩下多少。電擊，可能會導致他們，忘記兩個月內學習的任何事情(短期記憶)，但是他們在電擊前兩個月的知識和技能(長期記憶)，仍然是完整的。了解這些長期記憶的限制，在我們自學與教學的時候，可以有更正確的做法。 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. 長期記憶由兩部分組成：程序記憶，如綁鞋帶，拿筷子或從床上起床。 我們知道如何做，但不知道我們在哪裡，何時學會，以及為什麼會做。 這些程序記憶我們會無意識地的做，經常也不知道為什麼這麼做。 對於那些長期的回憶，可以說得出誰，哪裡，發生了什麼事，我們稱之為“劇情記憶”或“情境記憶”，就像我們婚禮的記憶。 這些都是我們可以合理化的回憶，並且在言語上，有意識地呈現出來。 任何有意識的事情，都是緩慢的，就像演講，任何無意識的事情，才能夠很快，就像跑步。 大多數時候，我們都在無意識地做事情，包括我們的錯誤，人為錯誤。而我們的適職能力，需要的是我們無意識的程序記憶。 https://youtu.be/sqtEdu2UOGU http://www.sailed4seas.com/hot_409143.html 貓一套 狗一套 2023-11-16 2024-11-16
李文愚的個人網站 235 新北市中和區中山路２段2巷13弄18號4樓 http://www.sailed4seas.com/hot_409143.html
李文愚的個人網站 235 新北市中和區中山路２段2巷13弄18號4樓 http://www.sailed4seas.com/hot_409143.html
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首頁 ﹥ 最新消息 > What prompted you to write the book about collisions at sea ?

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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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