The main news channels show only the last ten seconds, which omits
anything useful for deducing cause. There is talk of contaminated
fuel, which likely would have been loaded in Baltimore.
.<https://twitter.com/Abramoloy/status/1772579083219619978>
Joe Gwinn
The main news channels show only the last ten seconds, which omits
anything useful for deducing cause. There is talk of contaminated
fuel, which likely would have been loaded in Baltimore.
The main news channels show only the last ten seconds, which omits
anything useful for deducing cause. There is talk of contaminated
fuel, which likely would have been loaded in Baltimore.
.<https://twitter.com/Abramoloy/status/1772579083219619978>
Joe Gwinn
On 3/27/2024 4:20 PM, Joe Gwinn wrote:
The main news channels show only the last ten seconds, which omits
anything useful for deducing cause. There is talk of contaminated
fuel, which likely would have been loaded in Baltimore.
.<https://twitter.com/Abramoloy/status/1772579083219619978>
Joe Gwinn
I know that cargo ships aren't built to the same standards of redundancy
as aircraft but it's remarkable to me that this failure managed to take
down every external light on the ship by the look of it. Black as pitch,
not even the mast beacon stays lit. Very helpful in an emergency.
Incidentally I noticed it looked like the bridge's center beacon
admirably kept blinking to the last, even after the rest of the bridge's power gets cut.
I read that cargo ships of this size run diesel generators to power the steering pumps at low speed and then do PTO from the main shaft once
they're cruising, and that the black smoke may have been an emergency generator coming up. But the steering pumps probably aren't a priority,
in a river current that thing's a cork on backup power.
I read that cargo ships of this size run diesel generators to power the steering pumps at low speed and then do PTO from the main shaft once
they're cruising, and that the black smoke may have been an emergency generator coming up. But the steering pumps probably aren't a priority, in
a river current that thing's a cork on backup power.
Out of all the hours it sailed in operation, maintenance checks were all
fine
then out of the blue not 1 but 3 power failures, and not out in the
middle of the ocean
from harms way...just close enough to a bridge and hit the weakest spot.
What a
"fluke"
I read that cargo ships of this size run diesel generators to power
the steering pumps at low speed and then do PTO from the main shaft
once they're cruising, and that the black smoke may have been an
emergency generator coming up. But the steering pumps probably aren't
a priority, in a river current that thing's a cork on backup power.
The bridge was *designed* to fail catastrophically if anything hit one of its main supports which is unforgivable on a bridge that is over a waterway leading
to one of the busiest Atlantic ports in America.
Most big bridges in first world countries have buffer islands and underwater structures to deflect and/or slow a large vessel to prevent them from impacting
any of the key support structures near a live shipping channel. The ship may ground and be damaged and the bridge shaken by that impact but that should be about the limit of what can happen to a properly designed bridge in these circumstances.
Also it can take a very long time to alter course with a large vessel.
The ship issued a Mayday which saved lives by closing the bridge to new traffic
before the impact but it was very sad for the road crews working on the road deck.
That. Esp when it comes to commercial vessels, the "rules of the road" (river?) implicitly acknowledge this in that the stand on vessel is almost always the one that is least able to make quick changes to its course or progress.
On 2024-03-29 12:50, Don Y wrote:
That. Esp when it comes to commercial vessels, the "rules of the road"
(river?) implicitly acknowledge this in that the stand on vessel is
almost
always the one that is least able to make quick changes to its course or
progress.
Why was the operation done without tow boats, was that customary?
Where I live, we barely avoided a sea oil catastrophe about a month ago.
A sea tanker ship (Front Siena) was approaching harbour without
requesting a pilot, not contacting, and not responding to radio. And on
a collision course to the rocks.
The pilot made haste, boarded the ship unaided and in the dark, all deck lights off. When he reached the bridge, there were 7 people there just chatting. He was offered a coffee; instead he started roaring orders.
Reverse engines top speed, two tow boats pushing, anchor dropped.
Stopped one mile from the rocks (more or less, from memory).
Ship fined.
Spanish link with AIS route map <https://www.naucher.com/la-penosa-historia-del-petrolero-front-siena-y-su-tripulacion-negligente/>
On 29/03/2024 06:06, UFO wrote:
Out of all the hours it sailed in operation, maintenance checks were
all fine
then out of the blue not 1 but 3 power failures, and not out in the
middle of the ocean
from harms way...just close enough to a bridge and hit the weakest
spot. What a
"fluke"
Hardly. Murphy's law can apply IRL. Dirty fuel seems quite plausible.
The bridge was *designed* to fail catastrophically if anything hit one
of its main supports which is unforgivable on a bridge that is over a waterway leading to one of the busiest Atlantic ports in America.
Most big bridges in first world countries have buffer islands and
underwater structures to deflect and/or slow a large vessel to prevent
them from impacting any of the key support structures near a live
shipping channel. The ship may ground and be damaged and the bridge
shaken by that impact but that should be about the limit of what can
happen to a properly designed bridge in these circumstances.
I read that cargo ships of this size run diesel generators to power
the steering pumps at low speed and then do PTO from the main shaft
once they're cruising, and that the black smoke may have been an
emergency generator coming up. But the steering pumps probably aren't
a priority, in a river current that thing's a cork on backup power.
Also it can take a very long time to alter course with a large vessel.
The ship issued a Mayday which saved lives by closing the bridge to new traffic before the impact but it was very sad for the road crews working
on the road deck.
On 2024-03-29 12:50, Don Y wrote:
That. Esp when it comes to commercial vessels, the "rules of the road"
(river?) implicitly acknowledge this in that the stand on vessel is almost >> always the one that is least able to make quick changes to its course or
progress.
Why was the operation done without tow boats, was that customary?
Where I live, we barely avoided a sea oil catastrophe about a month ago. A sea
tanker ship (Front Siena) was approaching harbour without requesting a pilot, not contacting, and not responding to radio. And on a collision course to the rocks.
The pilot made haste, boarded the ship unaided and in the dark, all deck lights
off. When he reached the bridge, there were 7 people there just chatting. He was offered a coffee; instead he started roaring orders. Reverse engines top speed, two tow boats pushing, anchor dropped. Stopped one mile from the rocks (more or less, from memory).
Ship fined.
Spanish link with AIS route map <https://www.naucher.com/la-penosa-historia-del-petrolero-front-siena-y-su-tripulacion-negligente/>
On 29/03/2024 06:06, UFO wrote:
Out of all the hours it sailed in operation, maintenance checks were
all fine
then out of the blue not 1 but 3 power failures, and not out in the
middle of the ocean
from harms way...just close enough to a bridge and hit the weakest
spot. What a
"fluke"
Hardly. Murphy's law can apply IRL. Dirty fuel seems quite plausible.
On 29/03/2024 12:59, Carlos E.R. wrote:
On 2024-03-29 12:50, Don Y wrote:
That. Esp when it comes to commercial vessels, the "rules of the road" >>> (river?) implicitly acknowledge this in that the stand on vessel is
almost
always the one that is least able to make quick changes to its course or >>> progress.
Why was the operation done without tow boats, was that customary?
Tow boats charge for their time. Most commercial shipping dispenses with
them as soon as it is practical to do so. In that comparatively wide
channel there was no reason why they should have been under tow by tugs.
Main engine total failure is comparatively unusual these days. Although
UK Type 45 destroyers combine engines that sound like a bag of spanners
with a nasty tendency to overheat and fail completely when used in the
Middle East. Dead in the water with no propulsion or main system power.
https://www.navylookout.com/cure-for-royal-navy-destroyers-engine-woes-in-sight/
Where I live, we barely avoided a sea oil catastrophe about a month
ago. A sea tanker ship (Front Siena) was approaching harbour without
requesting a pilot, not contacting, and not responding to radio. And
on a collision course to the rocks.
But in this instance there *were* local pilots on board the vessel and presumably in charge of it. Only when the black box is analysed will it become clear exactly what happened, but failure of the main engines and
its generator looks like a candidate. It is also possible that the
backup systems misfired or failed to work when needed. It is odd that
the thing went entirely dark due to power loss - most vessels have at
least some emergency lighting that is self contained and independent.
It is incredibly dark at night on the open seas (unless there is a moon)
so backup lighting is important.
The pilot made haste, boarded the ship unaided and in the dark, all
deck lights off. When he reached the bridge, there were 7 people there
just chatting. He was offered a coffee; instead he started roaring
orders. Reverse engines top speed, two tow boats pushing, anchor
dropped. Stopped one mile from the rocks (more or less, from memory).
Ship fined.
Spanish link with AIS route map
<https://www.naucher.com/la-penosa-historia-del-petrolero-front-siena-y-su-tripulacion-negligente/>
Much less exciting here in the UK most ships obey the rules.
On 3/29/2024 5:59 AM, Carlos E.R. wrote:
On 2024-03-29 12:50, Don Y wrote:
That. Esp when it comes to commercial vessels, the "rules of the road" >>> (river?) implicitly acknowledge this in that the stand on vessel is
almost
always the one that is least able to make quick changes to its course or >>> progress.
Why was the operation done without tow boats, was that customary?
Most likely, cost. Unless required, you'd not opt to add to your
costs unless it was to offset a "significant" financial risk to YOUR investment.
Where I live, we barely avoided a sea oil catastrophe about a month
ago. A sea tanker ship (Front Siena) was approaching harbour without
requesting a pilot, not contacting, and not responding to radio. And
on a collision course to the rocks.
The pilot made haste, boarded the ship unaided and in the dark, all
deck lights off. When he reached the bridge, there were 7 people there
just chatting. He was offered a coffee; instead he started roaring
orders. Reverse engines top speed, two tow boats pushing, anchor
dropped. Stopped one mile from the rocks (more or less, from memory).
Ship fined.
Spanish link with AIS route map
<https://www.naucher.com/la-penosa-historia-del-petrolero-front-siena-y-su-tripulacion-negligente/>
In most cases, the people making the decisions "on-the-spot" are not likely going to be held accountable (at least not to the extent of the resources they are risking).
"They don't pay me enough for this shit..."
Wasn't there a cruise ship run up on the rocks a few years back? Because the captain wanted to give the passengers a "good view"?
Did none of his superiors know of PAST episodes like this? Or, did they look the other way because it provided passengers (*customers*) with
a memorable experience (to share with other POTENTIAL passengers)?
I designed an autopilot for recreational/small-commercial boats many
years ago. You told it where you wanted to go (lat-lon) and it got
you there.
But, it only had control over the rudder. So, couldn't STOP the vessel
if it noticed it was veering too far off track (e.g., if cross-track error exceeds X nautical miles). Nor could it stop the vessel as it approached it's destination (without manual intervention, it would gladly sail
PAST the destination, discover that the destination was now BEHIND it
and make a 180 degree turn... and repeat this process until the tanks
ran dry OR it collided with something).
I advocated for an alarm that I could sound to alert the skipper
that we were approaching the destination so he could either stop
the vessel or tell me to move on to the NEXT waypoint. Given that,
on small commercial vessels, it would be highly likely for such an
autopilot to be (ab)used to free up an extra pair of arms (the mate
at the helm) to attend to the OTHER work on the ship (e.g., preparing
lobster pots, nets, etc.), it seemed highly likely that there would
be cases where the vessel was under-supervised.
My boss dismissed this outright. Any such alarm would add cost as well
as complicate the installation (because the alarm would have to be
sited somewhere that the skipper/crew would be GUARANTEED to hear)
both of which added to effective selling price. He said, adding
an alarm would just cause the skipper to cut the wires to the
alarm (assuming it was ever installed).
Similarly, giving me control of the throttle would complicate the
product (as above) AND still leave opportunities for abuse as a
vessel adrift (not under power) is also a navigational hazzard.
<shrug> Shit happens. Hopefully not often enough to demand cause for remedies.
Wasn't there a cruise ship run up on the rocks a few years back? Because >> the captain wanted to give the passengers a "good view"?
Yes, a passenger cruiser.
https://en.wikipedia.org/wiki/Costa_Concordia
On 13 January 2012 at 21:45, Costa Concordia struck a rock in the Tyrrhenian Sea just off the eastern shore of Isola del Giglio. This tore open a 50 m (160
ft) gash on the port side of her hull, which soon flooded parts of the engine room, cutting power from the engines and ship services. As water flooded in and
the ship listed, she drifted back towards the island and grounded near shore, then rolled onto her starboard side, lying in an unsteady position on a rocky underwater ledge.
The evacuation of Costa Concordia took over six hours, and of the 3,229 passengers and 1,023 crew known to have been aboard, 32 died. Francesco Schettino, the ship's captain at that time, was tried and found guilty of manslaughter, causing a maritime accident, and abandoning his ship. He was sentenced to sixteen years in prison in 2015.[3] The wreck was salvaged three years after the incident and then towed to the port of Genoa, where she was scrapped.[4]
I advocated for an alarm that I could sound to alert the skipper
that we were approaching the destination so he could either stop
the vessel or tell me to move on to the NEXT waypoint. Given that,
on small commercial vessels, it would be highly likely for such an
autopilot to be (ab)used to free up an extra pair of arms (the mate
at the helm) to attend to the OTHER work on the ship (e.g., preparing
lobster pots, nets, etc.), it seemed highly likely that there would
be cases where the vessel was under-supervised.
My boss dismissed this outright. Any such alarm would add cost as well
as complicate the installation (because the alarm would have to be
sited somewhere that the skipper/crew would be GUARANTEED to hear)
both of which added to effective selling price. He said, adding
an alarm would just cause the skipper to cut the wires to the
alarm (assuming it was ever installed).
Sigh.
Yeah, the Front Siena could be under such an autopilot system and the crew confidently waiting for the buzzer to warn to change to manual mode.
Similarly, giving me control of the throttle would complicate the
product (as above) AND still leave opportunities for abuse as a
vessel adrift (not under power) is also a navigational hazzard.
<shrug> Shit happens. Hopefully not often enough to demand cause for
remedies.
I think other method is for the autopilot to switch off and sound a buzzer on arrival.
On 3/29/2024 5:18 AM, Martin Brown wrote:
On 29/03/2024 06:06, UFO wrote:
Out of all the hours it sailed in operation, maintenance checks were
all fine
then out of the blue not 1 but 3 power failures, and not out in the
middle of the ocean
from harms way...just close enough to a bridge and hit the weakest
spot. What a
"fluke"
Hardly. Murphy's law can apply IRL. Dirty fuel seems quite plausible.
The bridge was *designed* to fail catastrophically if anything hit one
of its main supports which is unforgivable on a bridge that is over a
waterway leading to one of the busiest Atlantic ports in America.
Bridges would not similarly fail when you take out a pier for a major span?
Most big bridges in first world countries have buffer islands and
underwater structures to deflect and/or slow a large vessel to prevent
them from impacting any of the key support structures near a live
shipping channel. The ship may ground and be damaged and the bridge
shaken by that impact but that should be about the limit of what can
happen to a properly designed bridge in these circumstances.
The United States Secretary of Transportation (Buttigieg) has said he
doesn't know of any bridge that could withstand a similar hit. Hard to imagine how you could protect from the energy in such a massive ship.
On 3/30/2024 6:45 AM, Carlos E.R. wrote:
Wasn't there a cruise ship run up on the rocks a few years back?
Because
the captain wanted to give the passengers a "good view"?
Yes, a passenger cruiser.
https://en.wikipedia.org/wiki/Costa_Concordia
On 13 January 2012 at 21:45, Costa Concordia struck a rock in the
Tyrrhenian Sea just off the eastern shore of Isola del Giglio. This
tore open a 50 m (160 ft) gash on the port side of her hull, which
soon flooded parts of the engine room, cutting power from the engines
and ship services. As water flooded in and the ship listed, she
drifted back towards the island and grounded near shore, then rolled
onto her starboard side, lying in an unsteady position on a rocky
underwater ledge.
The evacuation of Costa Concordia took over six hours, and of the
3,229 passengers and 1,023 crew known to have been aboard, 32 died.
Francesco Schettino, the ship's captain at that time, was tried and
found guilty of manslaughter, causing a maritime accident, and
abandoning his ship. He was sentenced to sixteen years in prison in
2015.[3] The wreck was salvaged three years after the incident and
then towed to the port of Genoa, where she was scrapped.[4]
But, IIRC, this wasn't the first time he had done so. Therefore, his employers
COULD have noticed that his actual track would put the vessel in danger and reprimand him of it.
I advocated for an alarm that I could sound to alert the skipper
that we were approaching the destination so he could either stop
the vessel or tell me to move on to the NEXT waypoint. Given that,
on small commercial vessels, it would be highly likely for such an
autopilot to be (ab)used to free up an extra pair of arms (the mate
at the helm) to attend to the OTHER work on the ship (e.g., preparing
lobster pots, nets, etc.), it seemed highly likely that there would
be cases where the vessel was under-supervised.
My boss dismissed this outright. Any such alarm would add cost as well >>> as complicate the installation (because the alarm would have to be
sited somewhere that the skipper/crew would be GUARANTEED to hear)
both of which added to effective selling price. He said, adding
an alarm would just cause the skipper to cut the wires to the
alarm (assuming it was ever installed).
Sigh.
Yeah, the Front Siena could be under such an autopilot system and the
crew confidently waiting for the buzzer to warn to change to manual mode.
Like self-driving cars. This doesn't free you from the RESPONSIBILITY
for the safe operation of the vehicle.
When SWMBO bought her most recent car, backup cameras and blind spot
warning indicators were pretty much standard across the market.
One salesperson bragged that she never bothered to look over her
shoulder when backing up or checking mirrors before changing lanes
(as if the technology was infallible).
Similarly, giving me control of the throttle would complicate the
product (as above) AND still leave opportunities for abuse as a
vessel adrift (not under power) is also a navigational hazzard.
<shrug> Shit happens. Hopefully not often enough to demand cause for >>> remedies.
I think other method is for the autopilot to switch off and sound a
buzzer on arrival.
Then the vessel is "under power" and "rudderless".
ANY autopilot has to be supervised. So, how do you ensure supervision?
(Or, do you just let lawsuits deal with it all, after the fact?)
But, IIRC, this wasn't the first time he had done so. Therefore, his employers
COULD have noticed that his actual track would put the vessel in danger and >> reprimand him of it.
True.
Yeah, the Front Siena could be under such an autopilot system and the crew >>> confidently waiting for the buzzer to warn to change to manual mode.
Like self-driving cars. This doesn't free you from the RESPONSIBILITY
for the safe operation of the vehicle.
When SWMBO bought her most recent car, backup cameras and blind spot
warning indicators were pretty much standard across the market.
One salesperson bragged that she never bothered to look over her
shoulder when backing up or checking mirrors before changing lanes
(as if the technology was infallible).
I use the mirrors for backing up, but actually the rear camera has a better view, so I use it most of the time.
I have no automatics for changing lanes.
I think other method is for the autopilot to switch off and sound a buzzer >>> on arrival.
Then the vessel is "under power" and "rudderless".
ANY autopilot has to be supervised. So, how do you ensure supervision?
(Or, do you just let lawsuits deal with it all, after the fact?)
It is what airplanes do. On certain conditions, the autopilot disengages and sounds some type of alarm in the cockpit.
On 2024-03-29 16:21, bud-- wrote:
On 3/29/2024 5:18 AM, Martin Brown wrote:
On 29/03/2024 06:06, UFO wrote:
Out of all the hours it sailed in operation, maintenance checks were
all fine
then out of the blue not 1 but 3 power failures, and not out in the
middle of the ocean
from harms way...just close enough to a bridge and hit the weakest
spot. What a
"fluke"
Hardly. Murphy's law can apply IRL. Dirty fuel seems quite plausible.
The bridge was *designed* to fail catastrophically if anything hit
one of its main supports which is unforgivable on a bridge that is
over a waterway leading to one of the busiest Atlantic ports in America.
Bridges would not similarly fail when you take out a pier for a major
span?
On some bridges, only the spans directly supported by that pier fall,
not all.
Most big bridges in first world countries have buffer islands and
underwater structures to deflect and/or slow a large vessel to
prevent them from impacting any of the key support structures near a
live shipping channel. The ship may ground and be damaged and the
bridge shaken by that impact but that should be about the limit of
what can happen to a properly designed bridge in these circumstances.
The United States Secretary of Transportation (Buttigieg) has said he
doesn't know of any bridge that could withstand a similar hit. Hard to
imagine how you could protect from the energy in such a massive ship.
With a massive island, but that reduces the passage for ships, which
then have more chances to crashing into it, and impairs traffic.
On 3/30/2024 11:03 AM, Carlos E. R. wrote:
[Costa Concordia]
But, IIRC, this wasn't the first time he had done so. Therefore, his
employers
COULD have noticed that his actual track would put the vessel in
danger and
reprimand him of it.
True.
So, *he* takes the fall for a practice that a responsible business should have stopped long before.
Yeah, the Front Siena could be under such an autopilot system and
the crew confidently waiting for the buzzer to warn to change to
manual mode.
Like self-driving cars. This doesn't free you from the RESPONSIBILITY
for the safe operation of the vehicle.
When SWMBO bought her most recent car, backup cameras and blind spot
warning indicators were pretty much standard across the market.
One salesperson bragged that she never bothered to look over her
shoulder when backing up or checking mirrors before changing lanes
(as if the technology was infallible).
I use the mirrors for backing up, but actually the rear camera has a
better view, so I use it most of the time.
My gaze moves from rear view to side mirrors to over-the-shoulder to backup camera. It's amazing how easily people and things (less so than vehicles) can appear out of nowhere.
Distressing to see "old folks" who just put it in reverse and HOPE
(it appears many elderly have problems rotating their heads that far)
I have no automatics for changing lanes.
I wouldn't *rely* on them but consider them another "input" to be
considered.
They tend to be more of an annoyance, though. E.g., if navigating a turn
in a situation with multiple turn lanes, they will alarm (normally, they
only "indicate" visually but if you have THAT turn signal engaged, they
are more insistent).
Cars make too many frigging noises, nowadays!
I think other method is for the autopilot to switch off and sound a
buzzer on arrival.
Then the vessel is "under power" and "rudderless".
ANY autopilot has to be supervised. So, how do you ensure supervision? >>> (Or, do you just let lawsuits deal with it all, after the fact?)
It is what airplanes do. On certain conditions, the autopilot
disengages and sounds some type of alarm in the cockpit.
But, pilots sit *in* the cockpit -- and, there are regulations governing their actions.
Skipper of a fishing vessel is more likely to play fast and loose with "rules" and "best practices" -- because he doesn't have the luxury of
having extra staff or other resources. Look forward... see anything?
OK, assume nothing will pop up suddenly and turn your attention to some
other task (and lose track of how much time has elapsed since the last
time you checked your course).
On 3/30/2024 12:05 PM, Carlos E. R. wrote:
On 2024-03-29 16:21, bud-- wrote:
On 3/29/2024 5:18 AM, Martin Brown wrote:
On 29/03/2024 06:06, UFO wrote:
Out of all the hours it sailed in operation, maintenance checks
were all fine
then out of the blue not 1 but 3 power failures, and not out in the
middle of the ocean
from harms way...just close enough to a bridge and hit the weakest
spot. What a
"fluke"
Hardly. Murphy's law can apply IRL. Dirty fuel seems quite plausible.
The bridge was *designed* to fail catastrophically if anything hit
one of its main supports which is unforgivable on a bridge that is
over a waterway leading to one of the busiest Atlantic ports in
America.
Bridges would not similarly fail when you take out a pier for a major
span?
On some bridges, only the spans directly supported by that pier fall,
not all.
So main span falls and on the other side of the pier that did not fail
the approach stays intact? Falling main span does not affect pier?
Most big bridges in first world countries have buffer islands and
underwater structures to deflect and/or slow a large vessel to
prevent them from impacting any of the key support structures near a
live shipping channel. The ship may ground and be damaged and the
bridge shaken by that impact but that should be about the limit of
what can happen to a properly designed bridge in these circumstances.
The United States Secretary of Transportation (Buttigieg) has said he
doesn't know of any bridge that could withstand a similar hit. Hard
to imagine how you could protect from the energy in such a massive ship.
With a massive island, but that reduces the passage for ships, which
then have more chances to crashing into it, and impairs traffic.
So island is anchored and constructed so a hit from a massive container
ship won't destroy it or tip it (how far down does it go)?. And has to
be bigger than how far into the island the ship penetrates plus how far
the bow sticks out plus how far the bow dents in? Plus the pier can
survive the shock (like earthquake proof)? Where does the energy go?
Requiring tugs to accompany large ships may be more practical. One may
assume that wasn't required here. Bow thrusters probably make
maneuvering ships in a harbor without a tug practical.
So, *he* takes the fall for a practice that a responsible business should
have stopped long before.
Yes.
A few years ago there was a high speed train accident in Spain. The driver did
not slow down when nearing certain curve, he was distracted maybe talking with
the conductor.
79 deaths.
He got the full and sole blame.
Not even the surviving victims and families of the dead accept this.
The truth is that that section of the track did not have the security systems that other tracks or sections of this same track have. These systems would have
warned the driver, sounded and alarm, and ultimately stopped the train.
But there was hurry to build and put the tracks into service.
It is bollocks to trust the security of hundreds of passengers on a train doing
over 200 Km/h to a single person. Trust that he will be fully attentive and not
commit errors during every second of a few hours.
https://en.wikipedia.org/wiki/Santiago_de_Compostela_derailment
Yeah, the Front Siena could be under such an autopilot system and the crew
confidently waiting for the buzzer to warn to change to manual mode.
Like self-driving cars. This doesn't free you from the RESPONSIBILITY >>>> for the safe operation of the vehicle.
When SWMBO bought her most recent car, backup cameras and blind spot
warning indicators were pretty much standard across the market.
One salesperson bragged that she never bothered to look over her
shoulder when backing up or checking mirrors before changing lanes
(as if the technology was infallible).
I use the mirrors for backing up, but actually the rear camera has a better >>> view, so I use it most of the time.
My gaze moves from rear view to side mirrors to over-the-shoulder to backup >> camera. It's amazing how easily people and things (less so than vehicles) >> can appear out of nowhere.
The camera sees way more. Often the camera sees a person that is not in the mirror, it is on the other mirror, or even nowhere.
If the camera doesn't start, I wait.
It is not an automatic warning system, I still have to be looking attentively.
Distressing to see "old folks" who just put it in reverse and HOPE
(it appears many elderly have problems rotating their heads that far)
It is possible.
I have no automatics for changing lanes.
I wouldn't *rely* on them but consider them another "input" to be considered.
They tend to be more of an annoyance, though. E.g., if navigating a turn >> in a situation with multiple turn lanes, they will alarm (normally, they
only "indicate" visually but if you have THAT turn signal engaged, they
are more insistent).
Cars make too many frigging noises, nowadays!
Yep.
Skipper of a fishing vessel is more likely to play fast and loose with
"rules" and "best practices" -- because he doesn't have the luxury of
having extra staff or other resources. Look forward... see anything?
OK, assume nothing will pop up suddenly and turn your attention to some
other task (and lose track of how much time has elapsed since the last
time you checked your course).
Right.
Distressing to see "old folks" who just put it in reverse and HOPE
(it appears many elderly have problems rotating their heads that far)
It is possible.
I suspect it is the case. As I get older, I am more observant of still older >folks' physical and mental "conditions". The "don't look backwards while in >reverse" syndrome seems to be very real.
On Sun, 31 Mar 2024 20:27:34 -0700, Don Y
<blockedofcourse@foo.invalid> wrote:
[snip]
Distressing to see "old folks" who just put it in reverse and HOPE
(it appears many elderly have problems rotating their heads that far)
It is possible.
I suspect it is the case. As I get older, I am more observant of still older
folks' physical and mental "conditions". The "don't look backwards while in >> reverse" syndrome seems to be very real.
It is. I'm in my 70s, and no longer can look over my shoulders, so I
try to maneuver the car enough to see for instance oncoming traffic
when entering a highway. My wife also has this problem, but a bit
less so.
Nor is it possible to see backwards out of modern cars, which have
become far too aerodynamic, with tiny misplaced rear windows, so we
depend on those backup cameras. Which can be rendered useless by
slush or droplets of water on the lens.
On 4/1/2024 8:05 AM, Joe Gwinn wrote:
On Sun, 31 Mar 2024 20:27:34 -0700, Don Y
<blockedofcourse@foo.invalid> wrote:
[snip]
Distressing to see "old folks" who just put it in reverse and HOPEIt is possible.
(it appears many elderly have problems rotating their heads that far) >>>>
I suspect it is the case. As I get older, I am more observant of still older
folks' physical and mental "conditions". The "don't look backwards while in
reverse" syndrome seems to be very real.
It is. I'm in my 70s, and no longer can look over my shoulders, so I
try to maneuver the car enough to see for instance oncoming traffic
when entering a highway. My wife also has this problem, but a bit
less so.
Is this because of accretions on the vertebrae? Stenosis? etc.
I.e., is it "just uncomfortable" or is it mechanically not possible?
(e.g., my elbow was broken, as a child, and a bone spur mechanically
prevents me from touching my shoulder; no pain, it just feels like
you're trying to open a door and something is in the way)
Said another way, can exercise/PT help you regain that motion?
Or, would an orthopedic surgery be required (as in my case)?
Nor is it possible to see backwards out of modern cars, which have
become far too aerodynamic, with tiny misplaced rear windows, so we
depend on those backup cameras. Which can be rendered useless by
slush or droplets of water on the lens.
We have neither of those problems. SUV (which is the modern day version
of a station wagon) has a full/upright pane of glass at the rear.
Likewise, many folks driving pickups, Yukons, Esplanades, Jeeps, etc.
(she wanted an SUV because all the other cards towered above her little >sedan!)
[Though we did have to remove the headrests from the rear seats
as they stood up too high to interfere with vision]
It is. I'm in my 70s, and no longer can look over my shoulders, so I
try to maneuver the car enough to see for instance oncoming traffic
when entering a highway. My wife also has this problem, but a bit
less so.
Is this because of accretions on the vertebrae? Stenosis? etc.
I.e., is it "just uncomfortable" or is it mechanically not possible?
(e.g., my elbow was broken, as a child, and a bone spur mechanically
prevents me from touching my shoulder; no pain, it just feels like
you're trying to open a door and something is in the way)
Said another way, can exercise/PT help you regain that motion?
Or, would an orthopedic surgery be required (as in my case)?
It doesn't hurt, but it's mechanically impossible. Don't know the
exact cause, but it's quite common.
Nor is it possible to see backwards out of modern cars, which have
become far too aerodynamic, with tiny misplaced rear windows, so we
depend on those backup cameras. Which can be rendered useless by
slush or droplets of water on the lens.
We have neither of those problems. SUV (which is the modern day version
of a station wagon) has a full/upright pane of glass at the rear.
Likewise, many folks driving pickups, Yukons, Esplanades, Jeeps, etc.
(she wanted an SUV because all the other cards towered above her little
sedan!)
My wife and I both got small SUVs for that reason. And cataract
surgery really helped. Still cannot see out the back - tunnel vision,
very deceptive.
I originally drove straight into my down-sloping driveway, and backed
back out. One fine day I almost ran over an elderly neighbor by
backing into him. He could not move fast enough to escape. I saw him
just in time in the side mirror.
Now I back in, and drive out, because I can see far better, in both directions.
[Though we did have to remove the headrests from the rear seats
as they stood up too high to interfere with vision]
I would think that the headrests could be folded down. Ours are
foldable.
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