• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2001.10a
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• pp.114-119
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• 2001

Based on tole investigation on mariner’s behaviors in collision avoidance, actuality of collision avoidance at sea and the research on the uncertainty of collision avoidance behaviors adopted by two encounter vessels, and for the purpose to reduce the no-coordination action of collision avoidance between two encounter vessels, and on the base of different encounter situation in international convention for preventing collisions at sea, the concept of action situation between tee encounter vessels is proposed, and the directions for every encounter vessel to adopt course alteration to avoid collision are explained in different action situation. The mechanism of avoidance and reduction of no-coordination is established in intelligent collision avoidance system, and it is important id research on intelligent collision avoidance system.

• Journal of the Korean Institute of Intelligent Systems
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• v.25 no.3
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• pp.293-298
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• 2015

The vessel encounter data collected from the vessel trajectories in the maritime traffic situation is possible to analyze vessel collision and near-collision risk using statistical method. In this study, analyzing variables extracted from the vessel encounter data using factor analysis, we determine main factors effecting vessel collision risk from vessel encounter data. In order to calculate each factor, it used principal component analysis for factor analysis after normalization and standardization of vessel encounter variables. As a result of the factor analysis, main effect factors are summarized into the vessel approach factor and collision avoidance variance factor.

• Journal of Science of Art and Design
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• v.8
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• pp.95-127
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• 2005

It's a matter of ontology rather than that of cognition and methodology to discuss a work of art in Gadamer's philosophy. In addition, he emphasizes the cognitive aspect of a work of art instead of comparing forms and contents of them. For that reason, he excludes aesthetic consciousness derived from Kant first and then makes away with Schiller's theory of aesthetic education. For Gadamer, the concept of truth does not mean accord or correspondence. It would rather be an encounter. This encounter is not axed on a specific time, but a continuous and historical one. Basically. a work of art guarantees this kind of an encounter. This encounter is not based on mutual agreement through an objective standard but on recognition with mutual understanding. Therefore, prejudice or tradition should be acknowledged and respected instead of being excluded. We have only to minimize difference between them through conversation. Gadamer's ontology of a work of art is based on such a ground. The function of a work of art is not only simple satisfaction of aesthetic senses but an object of interpretation, that is, a text by presenting a ground of truth through an agreement of situation. This text reveals its meaning in the situation of author-text-reader. The appearance of this meaning is nothing but the birth of truth. Symbol-allegory and classicism show how to express this kind of truth in a work of art. It is true that Gadamer's philosophical hermeneutics cannot be easily applied to interpret a concrete work of art because it just lays emphasis on the process of 'understanding' instead of a detailed analysis on an individual work. For that reason, he was criticized by some people because of this subjectivity of understanding. However, it's meaning could be changed according to the viewpoint on a work of art. There appears various structural approaches on a work of art in contemporary theory of art. Gadamer just asks the basis of such approaches instead of criticizing a specific one Therefore, a practical approach on individual work should be made separately and hermeneutics enriches the meaning of open-ending of each work of art.

• Journal of the Korean Operations Research and Management Science Society
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• v.29 no.4
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• pp.95-116
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• 2004

This study will attempt to build an integrated model of the customer satisfaction process with service encounter in a comprehensive point of view including the expectancy-disconfirmation theory, justice theory, and attribution theory. In addition, this study will attempt to examine the influence of service failure-related variables and service recovery-related variables on customer satisfaction in the airline firms' service failure and recovery situation. The results showed that the higher the controllability and severity of the failure, the more positive influence on expectancy of recovery and more negative influence on the recovery satisfaction increased. They also showed that the higher procedural recovery efforts and distributive/interactional recovery efforts, the more positive influence on perceived recovery performance and recovery satisfaction also increased. It was found that the recovery satisfaction with service encounter depended on the extent to which the customer's perception of recovery efforts confirmed the expectancy of recovery. Also it was found that perceived recovery performance has an effect on recovery satisfaction through the mediation of recovery disconfirmation indirectly as well as directly.

• Management & Information Systems Review
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• v.33 no.3
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• pp.105-128
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• 2014

This study attempted to examine the role of customers in service recovery process. There have been an argument regarding whether the role of customer in service failure situation 'buffer' or 'deteriorate'. Thus, the role of customer such as relationship quality and customer participation was discussed in this research. According to the result of study, (1) customers' perceived recovery have positive effect on positive emotion significantly. (2) customers' perceived distributional justice and interactional justice positively affected encounter satisfaction in the of recovery justice variable. However, whereas procedure justice has no effect on encounter satisfaction directly, there was indirect effect through customers' positive emotion. (3) As a result of the analysis for the effect of perception of recovery justice on recovery satisfaction, the effect of interactional justice was significant only. Distributional and procedural justice have indirect effect on recovery satisfaction through positive emotion or encounter satisfaction. (4) Customers' positive emotion positively affected encounter satisfaction and recovery satisfaction. (5) Relationship quality negatively moderated the relationship between procedural justice and positive emotion while customer participation positively moderated two paths that distributional justice to encounter satisfaction and interactional justice to recovery satisfaction.

• Journal of the Ergonomics Society of Korea
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• v.36 no.5
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• pp.447-458
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• 2017

Objective: The purpose of this study is to present the basic guidelines for preventing human error by measuring and analyzing the risk of collision perceived by the ship operator in the collision risk situation by using Korea Coast Guard patrol ships. Background: In the last 5 years, 97.5% of the causes of ship collision occurred at the sea was caused by human factors. However, the rate of marine accidents due to human error has not been reduced yet. Experiments and researches on the ship operators using the ships in actual operation are rarely performed. Method: Using two K.C.G Ships on the sea, the ship measured by 30 persons who are the subject of the ship (ship operator) when both ships approach and the relative distance gradually decreases in four encounter situations, perceived ship collision risk (PSCR) data were analyzed by statistical analysis. Results: The age and boarding career of the ship operator in the situation of ship collision risks encountered a negative impact on perceived collision risk in all four opposing encounter situations S1 ($000^{\circ}$), S2 ($045^{\circ}$), S3 ($090^{\circ}$) and S4 ($135^{\circ}$) respectively. That is, the higher the age of the ship operator, the lower the perceived risk of collision and the lower the age, the higher the risk of collision. Also, there was a difference between the average of group A (20~30 years) and group B (40~50 years) according to age of the ship operators at $000^{\circ}$, $045^{\circ}$ and $090^{\circ}$ and there was no difference at $135^{\circ}$. The mean difference of the experience of boarding career was also significantly different between group A (less than 4 years) and group B (more than 5 years), but there was no significant difference at $135^{\circ}$. Conclusion: The results showed that age and boarding career of the ship operators had negative impact on perceived collision risk and there was a difference in perceived risk of collision according to age and abundance of boarding career. As a result, by focusing on the ship operators who are in the age group of 20~30 years old and have less than 4 years of experience in boarding the ship. It is expected that the effect of prevention of marine accidents can be expected by avoiding collision avoidance. Application: The results of this study can be used as policy data of related organizations to prevent human error of ship operators and as training data of training institutes.

• Proceedings of the KIEE Conference
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• 1993.07a
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• pp.362-365
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• 1993

This paper proposes a method for determining navigation path of an autonomous mobile robot in surrounding environment using a fuzzy algorithm. This fuzzy algorithm includes three type (MIN-TIME, ECONOMY, SAFETY) motion mode for the given robot to get the ability to meet the ambiguous situation which the robot will encounter. Each node is applied to the game situation. This paper conclude with some results of computer simulation concerning an evaluation of this method.

• Communications for Statistical Applications and Methods
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• v.6 no.3
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• pp.947-956
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• 1999

We define a crossing point $x_0$ such that f(x)$\geq$g(x) for x$\leq$$x_0$ and f(x)$\leq$g(x) for x>$x_0$ where f and g are probability density functions. We may encounter suchy situation when we compare two histograms from two independent observations. For example two contingency tables where initially admitted students and actually enrolled students are classified according to their high school ranking may show such situation, In this paper we consider maximum likelihood estimation of cell probabilities when a crossing point exists, We first assume a known crossing point and find an estimator. The estimation procedure for the case of unknown crossing point is just a straightforward extension. A real data is analyzed for an illustrative purpose.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.23-29
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• 2006

From a point of view of suggesting the method to avoid ship's collision, the speed of ships has to be considered sufficiently according to encounter angle of ships. But with respect to the establishment of Safe-Guard Ring of Ship Collision Avoidance Support Model in Close Quarters Situation that had been newly studied to avoid ship's collision, the ratio of own ship' speed to a target ship's speed was limited to about less than 1.7. Therefore in this paper, as doing a study concerned with the establishment of Safe-Guard Ring reflected the encounter angle and the speed of ships, we will propose the new model of ship collision avoidance for safe maneuver of ship's collision avoidance.

• International Journal of Naval Architecture and Ocean Engineering
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• v.13 no.1
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• pp.340-350
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• 2021

This paper proposes a decision support model for USVs to improve the accuracy of collision avoidance decision-making. It is formed by Navigation Safety Domain (NSD) and domain-based Collision Risk Index (CRI), capable of determining the collision stage and risk between multiple ships. The NSD is composed of a warning domain and a forbidden domain, which is constructed under the constraints of COLREGs (International Regulations for Preventing Collisions at Sea). The proposed domain based CRI takes the radius of NSD in various encounter situations as threshold parameters. It is found that the value of collision risk in any directions can be calculated, including actual value and risk threshold. A catamaran USV and 6 given vessels are taken as study objects to validate the proposed model. It is found that the judgment of collision stage is accurate and the azimuth range of risk exists can be detected, hence the ships can take direct and effective collision avoidance measures. According to the relation between the actual value of CRI and risk threshold, the decision support rules are summarized, and the specific terms of COLREGs to be followed in each encounter situation are given.