Insanity: Screening elements in the HV

tlb wrote:Part of the "must continue down the lane" has to do with traffic safety; there are both incoming and outgoing lanes, which need to be kept separate. In OBS, Honor's ship was in the outgoing lane when it dropped the wedge and activated the foresail:

Chapter 5 wrote:"Rig foresail for transit."
"Aye, aye, Ma'am. Rigging foresail—now."
No observer would have noted any visible change in the cruiser, but Honor's instrumentation told the tale as Fearless's impeller wedge dropped abruptly to half-strength. Her forward nodes no longer generated their portion of the normal-space stress bands; instead, they had reconfigured to produce a circular disk of focused gravitation that extended for over three hundred kilometers in every direction from the cruiser's hull.

So there is a threshold in the lane where the transition from wedge to sail must be made.

Note that a junction like at Manticore has multiple incoming and outgoing lanes.

tlb wrote:Part of the "must continue down the lane" has to do with traffic safety; there are both incoming and outgoing lanes, which need to be kept separate. In OBS, Honor's ship was in the outgoing lane when it dropped the wedge and activated the foresail:

Chapter 5 wrote:"Rig foresail for transit."
"Aye, aye, Ma'am. Rigging foresail—now."
No observer would have noted any visible change in the cruiser, but Honor's instrumentation told the tale as Fearless's impeller wedge dropped abruptly to half-strength. Her forward nodes no longer generated their portion of the normal-space stress bands; instead, they had reconfigured to produce a circular disk of focused gravitation that extended for over three hundred kilometers in every direction from the cruiser's hull.

So there is a threshold in the lane where the transition from wedge to sail must be made.

Note that a junction like at Manticore has multiple incoming and outgoing lanes.

Jonathan_S wrote:I think when we've been talking about the lane we really meant the portion where sails were required. But yes, Astro control would also have defined routes from the holding area to where sails are required (and on arrival routes from where sails are no longer required to the warehouses, to the holding area to leave via a different terminus, or out of the wormhole area.

tlb wrote:The interesting thing about the quote to me is that the forward ring is projecting a sail that is beginning to draw energy from the wormhole, while the rear ring is still projecting a wedge. Only after the sail is drawing sufficient energy, does the rear ring convert to projecting a sail.

ThinksMarkedly wrote:
And I'm positing that they're making the process take even longer than those decades so they don't have to make this decision in the first place. The Republic of Mannerheim and the MSDF were and the RF and RFN now are controlled by MAlign agents, but the majority of the navies and politicians are not. If Mannerheim did manage to acquire the system and made it known to the political class and Navy admiralty, then they'd have to deal with people claiming it no longer needs to be a secret.

Of course, there's a simpler solution I overlooked: do succeed at acquiring, but don't tell the non-Alignment leadership. Keep them in the dark and keep telling them the negotiation is still on-going. This gets the best of both worlds (systems?): no one in Mannerheim is going to be clamoring to start using the Junction and also no one elsewhere is going to acquire Felix from the defunct owners and suddenly send a survey ship.

Brigade XO wrote:Perhaps they haven't told any of the other RF members about their interest in Felix and effectively almost nobody knows they are trying to acquire it.

Since we believe that Mannerheim is using various law firms and front companies in the process to acquire the full owner ship of the Felix, nobody knows it's them who are one of the people in the negotiations. Once they get ownership, they don't have to tell anyone they own it. or why....just actively discourage anybody he may show up looking for potential investment location.
They don't have to publicly develop anything there. They certainly don't want anyone finding out that there is a wormhole that goes anywhere useful. No foreign traffic then nobody who might notice that there was other traffic out there but not inside the system.

ThinksMarkedly wrote:

Brigade XO wrote:Perhaps they haven't told any of the other RF members about their interest in Felix and effectively almost nobody knows they are trying to acquire it.

That ship has sailed. We know a lot of spacers and crews in the MSDF did know about Felix. They are training in that system and protecting a secret Junction. Maybe not the entire crew complement did know, but captains and navigation officers have to know, so the nav department's enlisted do too. Some of them have also made transit to The Twins.

That means some politicians must know too.

Since we believe that Mannerheim is using various law firms and front companies in the process to acquire the full owner ship of the Felix, nobody knows it's them who are one of the people in the negotiations. Once they get ownership, they don't have to tell anyone they own it. or why....just actively discourage anybody he may show up looking for potential investment location.
They don't have to publicly develop anything there. They certainly don't want anyone finding out that there is a wormhole that goes anywhere useful. No foreign traffic then nobody who might notice that there was other traffic out there but not inside the system.

I agree, but given that some politicians do know, they can't be told that the acquisition has succeeded. The MAlign would then need another excuse to keeping it a secret instead of developing it.

Who Has the Right of Way When Sailing?
Written by Daniel Wade

Before you can understand who has the right of way when sailing, it is important that you understand who creates the regulations on the water. Multiple bodies have created sailing laws, and safety directives involve sailing ships. International and U.S. based organizations have created a mostly cohesive book of law regarding the use of waterways. This includes which ship has the right of way when sailing. Each country will have its own set of local laws, but there are internationally accepted "rules of the road".

In the context of laws regarding ships, a sailboat is one that is propelled solely by wind power. Even if that ship has a motor, if it is not on and in gear, then it is considered a sailboat. When your boat's engine is on and in gear, it is regarded as a powered boat.

Avoiding a collision is more than just determining the right of way; you also need to be able to understand the placement of the other ship in relation to your own. Perspective can be challenging on the water, where there are not a lot of landmarks to help you figure out if you are on a collision encounter or not. Here are several ways to figure out if you are going to avoid or intercept the other boat.

The best tool is your compass. If you take a bearing of the other ship and then a short time later take another bearing, then there should be a discrepancy. If not, then you are on a collision course. You can also line up the other boat with an object onshore if it is within sight to determine if there is any change in their movement direction. Regardless of which ship has the right of way, if the other ship should be the one moving and it is not, then you must take evasive action.


International Laws
These laws are in effect on the high seas and waters connected to them for any vessel that floats. There are laws pertaining to all aspects of sailing and the type of boat. If you intend to sail across high seas, then you will want to familiarize yourself with them.

Maritime Law
According to the Encyclopedia Britannica, "Maritime law, known as admiralty law, or admiralty, the body of rules that determines the actions of ships and shipping." This is different from the International Laws of the Sea in some cases.

Local and Inshore Laws

If you are in America, then it is a good idea to have a copy of the U.S. Coast Guard Navigation Rules aboard your boat. You should also be aware of the basics of all aspects of sailing law before you begin. There are also digital copies you can keep on a device. There are specific regulations regarding the way boats interact on Western Rivers, the Great Lakes, and other inland bodies of water within North America. The United States Government Printing Office is responsible for the Navigation Rules of the Road, which you legally need to have a copy of on your boat if the vessel is over 39.4 feet long.

Regulations on Right of Way Based on Type of Boats Involved
We are only going to look at three scenarios for sailing right of way. However, other types of boats will have their own rules and regulations in place. If you need to know more, you can read about them on the website for the National Maritime College. Below we have broken down the regulations for who should be the one to turn concerning sailboats in several instances.

Two Sailboats Interacting
The following steps are the general rules for the right of way when two sailboats are involved.

1. Whichever boat has the wind from the direction of the starboard rail has the right of way.

2. If both ships have wind coming from the same direction, then the one downwind has the right of way.
3. If both ships have wind coming from the same direction and one is overtaking the other, then the vessel being passed always has the right of way.

A Sailboat and a Powered Boat Interacting
Below are standard rules of engagement for powered vehicles against sailboats. There may be different laws in your local area. Check before sailing.

4. Sailboats have right of way over powerboats in almost all cases. The exception being when the sailboat is overtaking the powerboat and certain unique situations.

5. If two boats are crossing, then the one on the starboard side has the right of way. In situations where it is dark, you will be able to see a red light moving across your horizon to the left, and if this remains a constant, then you are on a collision course and should evade.

6. During head-on meetings between ships, they must both change their course to starboard to create as much room as possible. In the dark, you will see red and green lights and must change your direction to starboard.

7. If you are overtaking another vessel, then they have the right of way. In the dark, you will see a white light to indicate you are approaching the rear of a boat.

8. If you are not confident what the other boat is planning to do, then you should slow your ship, change course early, and allow them to see your intention. This is the safest way to stop a potential collision, regardless of who has the right of way.

Regulations Based on Location
There will be a unique set of laws and regulations for the water, depending on where you are located. This is true for almost every country around the world, but we will focus on American and international laws below.

Offshore and International Locations

International Laws of the Sea take over once you reach the high seas. The right of way in this location includes the following.

9. Whichever boat has the wind from the direction of the starboard rail has right of way.
10. If both ships have wind coming from the same direction, then the one that is downwind has right of way.

11. If both ships have wind coming from the same direction and one is overtaking the other, then the boat being passed always has the right of way.
For larger ships meeting smaller ones, the rules are as follows.

12. Sailboats must give way to larger vessels. Maneuverability is all-important when it comes to who needs to give way. There is a list, and the lower down you are on the list, the more leeway must be given because the less maneuverability you will be able to control.

If a boat is disabled
If a boat is hard to move (e.g., dredge, barge in tow, etc.)
If a boat is too large to move quickly (e.g., freighter)
If a boat is actively fishing (e.g., trawler, other commercial fishing boats, etc.)
If a boat is being rowed
If a boat is under sail propulsion
If a boat is a recreational powerboat

Inland Locations

The following is a section taken directly from the Navigation Amalgamated International and the United States Inland Navigation Rules created and distributed by the United States Coast Guard. You can read the entirety of the document on the United States Coast Guard website.

"The Rules do not grant privileges or rights; they impose responsibilities and require precaution under all conditions and circumstances. Power-driven vessels are to keep out of the way [...] and either give-way [...] or stand-on [...] to vessels not under command or restricted in their ability to maneuver, sailing vessels or vessels engaged in fishing, ascending or descending a river [...]. Similarly, all vessels should avoid impeding the safe passage of a vessel constrained by her draft [...], navigating a narrow channel [...], or traffic separation scheme [...]."

Additional Regulations
You will also want to also read up on the regulations for the Western Rivers and the Great Lakes, depending on where you will be sailing.

Collision Avoidance Tactics
There are several things that you should be doing any time you are on the water, which will make a collision with another ship less likely. They include the following.
Be aware of the rules for your ship and location. The weather conditions and sight ability does not come into play in determining who is given right of way.

The greatest cause of accidents is not having a look-out. It is expected that all sailboats will have someone looking and listening at all times for the presence of other boats in the area.

Traveling at a speed that is within safety parameters will help to alleviate some of the risks of collision. You should be taking every aspect of your location and ship condition into account when determining the safest speed of travel.
Take action the moment you see the other ship to avoid giving out wrong signals or creating an instance of close-call avoidance. The sooner you take the necessary effort to prevent the other boat, the safer everyone will be.

penny wrote:Thinksmarkedly, you said it yourself in the Wormhole Assault: MA Style thread. As far as traffic, the MBS is the most congested region of space. It is always bumper to bumper traffic like the I-5 in LA from 3 - 5 pm. Except in this case it is ALL OF THE TIME. All seven of the transit lanes are always full. All seven of the emergence lanes are always full. Am I the only one who can at least attempt to visualize the many things that may be happening in and around the junction on any given day; every single hour of every single day? The MBS is a cash cow that milks the MWJ for all it's worth; non-stop without fail. Time is money. Empty lanes mean lost revenue.

Jonathan_S wrote:

penny wrote:Thinksmarkedly, you said it yourself in the Wormhole Assault: MA Style thread. As far as traffic, the MBS is the most congested region of space. It is always bumper to bumper traffic like the I-5 in LA from 3 - 5 pm. Except in this case it is ALL OF THE TIME. All seven of the transit lanes are always full. All seven of the emergence lanes are always full. Am I the only one who can at least attempt to visualize the many things that may be happening in and around the junction on any given day; every single hour of every single day? The MBS is a cash cow that milks the MWJ for all it's worth; non-stop without fail. Time is money. Empty lanes mean lost revenue.

Ah, but we know in fact that all seven lanes are NOT in fact always full.

Even the most crowded lanes are IIRC operating on about 5 minute intervals (and that's 5 minutes combined between entry and exit)
The minimal interval they'll allow is 30 seconds; though for an 8 mton freighter it'd actually be about 100 seconds as that's now long it'd bidirectionally lock down that leg of the Junction.

At 5 minute intervals only, what, 2 ships at a time might be in the same transit lane under sail; with any others queuing up.

And not all legs are equally busy -- there's a lot more traffic to Beowulf, Lynx, and Hennessey (all of which serve League to League traffic) than, say, Matapan or even Gregor.

But even if all legs were running at maximum possible traffic that'd still only be about 1 ship every 14 seconds (either arriving or departing) over the entire Junction (every 100 seconds or so for each terminus). That's hardly LA rush hour levels of traffic.

penny wrote:

Jonathan_S wrote:but we know in fact that all seven lanes are NOT in fact always full.

Even the most crowded lanes are IIRC operating on about 5 minute intervals (and that's 5 minutes combined between entry and exit)
The minimal interval they'll allow is 30 seconds; though for an 8 mton freighter it'd actually be about 100 seconds as that's now long it'd bidirectionally lock down that leg of the Junction.

At 5 minute intervals only, what, 2 ships at a time might be in the same transit lane under sail; with any others queuing up.

And not all legs are equally busy -- there's a lot more traffic to Beowulf, Lynx, and Hennessey (all of which serve League to League traffic) than, say, Matapan or even Gregor.

But even if all legs were running at maximum possible traffic that'd still only be about 1 ship every 14 seconds (either arriving or departing) over the entire Junction (every 100 seconds or so for each terminus). That's hardly LA rush hour levels of traffic.

You are arguing semantics.

I beg to differ. For sake of argument, let's say one of our busy 4-lane intersections is the MWJ. Just because only a few cars at a time are directed into the intersection, says nothing for the huge lines of people who are waiting for the officer in the intersection to give him or her the signal to proceed. To allow the maximum transits per allowable time, ships must be waiting in huge lines awaiting their turn to “taxi” onto the runway. Efficiency is the key. Milk that cow for all it's worth. Again, empty lanes means missed revenue.

Echoes of Honor wrote:Under normal circumstances, the minimum allowable transit window was one minute. Usually the windows actually ran considerably longer than that, since the number of ships awaiting passage was seldom large enough to cause ACS to push the minimum.