• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2010.10a
• /
• pp.218-220
• /
• 2010

우리나라 연안 해역은 빈번한 선박조우로 인하여 해양사고 발생 잠재 위험이 높은 해역으로 분류되고 있으나 해상교통의 정량적인 평가의 미흡으로 맞춤형 안전대책이 제대로 수립되고 있지 않는 것이 현실이다. 본 연구에서는 해상교통 안전성 평가모델 중 하나인 IWRAP(IALA Waterway Risk Assessment Program)에 대한 기본적인 소개와 함께, 울산항을 대상으로 한 평가 사례 소개, 기존 유사한 연구와의 비교를 하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2012.06a
• /
• pp.143-145
• /
• 2012

해상교통안전성평가는 크게 해양 안전 및 환경측면에서, 세부적으로는 해당해역의 특성을 파악하여 항로수립, 해상교통안전진단 및 해상교통영향평가 등을 수행 하는 측면에서 중요하다. IWRAP은 IALA Waterway Risk Assessment라는 평가도구로 항만수로의 위험도(선박의 충돌 및 좌초확률)를 분석하는 정량적인 평가모델이다. 정량적인 해상안전 평가방법은 통항량, 선속, 길이, 선박의 통항분포로부터 해상에서 통항의 위험도를 평가하므로 인적, 지리적, 환경적 등 주관적인 요소들이 많은 정성적인 평가방법에 비해 적용이 간단하다. 본 연구에서는 IWRAP을 해상교통안전진단제도로의 활용을 위해 목포항 진입수로를 대상으로 IWRAP분석을 하여 그 실효성을 평가 하고자 한다.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.25 no.5
• /
• pp.527-534
• /
• 2019

Several types of mathematical analysis methods are used for port waterway risk assessment based on marine traffic volume. In Korea, a marine traffic congestion model that standardizes the size of the vessels passing through the port waterway is applied to evaluate the risk of the waterway. For example, when marine traffic congestion is high, risk situations such as collisions are likely to occur. However, a scientific review is required to determine if there is a correlation between high density of maritime traffic and a high risk of waterway incidents. In this study, IWRAP Mk2(IALA official recommendation evaluation model) and a marine traffic congestion model were used to analyze the correlation between port waterway risk and marine traffic congestion in the same area. As a result, the linear function of R2 was calculated as 0.943 and it was determined to be significant. The Pearson correlation coefficient was calculated as 0.971, indicating a strong positive correlation. It was confirmed that the port waterway risk and the marine traffic congestion have a strong correlation due to the influence of the common input variables of each model. It is expected that these results will be used in the development of advanced models for the prediction of port waterway risk assessment.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2011.06a
• /
• pp.225-226
• /
• 2011

IALA Waterway Risk Assesment(IWRAP)에서 선박의 충돌확률은 기하학적인 선박의충돌확률(geomatric probability)에 인과관계 확률(causation probability) 곱한 값으로 해당수역의 양적인 충돌확률 평가에 이용되고 있다. 이를 통해 목포대교부근에 통항하는 선박의 선종별 충돌확률 및 입출항 선박 전체 충돌 확률 값을 분석하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2019.05a
• /
• pp.85-86
• /
• 2019

등부표는 선박이 운항할 때 경제적이고 안전한 항로를 선택할 수 있도록 유도하는 항행 원조 시설로 안전 항해에 매우 중요한 요소이다. 그러나 통항 선박의 추돌사고로 인하여 등부표의 파손 및 유실이 발생하고 있다. 따라서 본 연구에서는 해상교통평가모델을 활용하여 등부표 접촉사고 발생 위험성을 평가하고자 한다. 먼저 항만물동량이 높고, 항로에 등부표가 다수 설치된 부산항을 대상항만으로 선정하고, 부산항의 등부표 접촉사고 현황에 대하여 조사 분석했다. 그리고 부산항의 해상교통량을 기반으로 해상교통평가모델인 IWRAP, PARK Model을 활용하여 등부표 접촉사고 발생의 위험성을 평가했다. 추후에 다양한 해역의 접촉사고 위험성을 평가하고, 미래교통량을 추정 적용하여 등부표 신설 시 안전한 등부표 설치 해역 선정의 기초자료로 활용할 수 있을 것이다.

• Journal of Navigation and Port Research
• /
• v.40 no.1
• /
• pp.27-34
• /
• 2016

For the prevention of marine casualties, international bodies have mainly focused on strengthening ship's stability and design, maritime education and training, and improving maritime traffic environment. Statistics analysis on marine casualties showed that most of casualties occurred in coastal waters, especially by human elements. In order to review the conformity of existing prevention measures with the result of the statistics analysis, the IMO's SHELL model was applied to the established measures. As a result, ergonomic approaches were needed for the prevention of human errors in coastal waters, so that the priority should be given to the interface between ship's operator and navigational environment. For this study, Rasmussen's SRK pyramid, which showed decision making mechanism of human, and the US Coast Guard's investigation manual on marine casualties concerning the collapse of safe maritime transportation system were reviewed, and the merits and demerits within the risk assessment tools such as IWRAP, PAWSA, ES model, PARK model, and NURI model were also studied. Although the effectiveness of the existing risk assessment models was proved in ports and approaching channels, it is concluded that the need of new models for converting Korean seafarers' qualitative risk to quantitative risk was proposed so as to print hazard maps which make seafarers instinctively recognize comparative hazard levels of coastal waters.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.21 no.1
• /
• pp.25-33
• /
• 2015

The Strait of Malacca is one of the most important fairways in the world and its traffic safety has direct effect on economic development of East Asian countries including China, Japan and Korea. Because of this reason, a safety analysis of the marine traffic in the strait has a great significance. In this paper, we analysed the statistic distribution of marine traffic in the Strait of Malacca based on the vessels' AIS data for 1 month by using the TOAIS and EasyFit programs. As the results of the analysis, it was found that the traffic distribution of this strait was different with normal distribution, which had been still widely used in marine traffic engineering field. Furthermore, with the traffic distribution analysis results, the traffic safety of the strait was also assessed by using the IWRAP model. The results showed that the highest level of risk were overtaking and crossing situations. Finally, we found that the highest risk of collision area in the Strait of Malacca was crossing area between the Strait of Malacca and the Port Klang fairway.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.18 no.5
• /
• pp.431-438
• /
• 2012

The representative risk evaluation techniques of the marine traffic environment are the FSA, PAWSA, & IWRAP. For the development of these techniques, the risk factors suitable to the marine traffic environment should be selected & the assessment criterion of the risk factors should be provided. The risk factors were selected as the factors that relate both to the frequency of casualty & to the consequence of casualty because the risk was defined as the frequency of casualty times the consequence of that casualty on the existing techniques. But, the risk factors relate to the consequence of casualty are excluded because the risk is defined as the sum of the risk factors including the frequency and the consequence by factors on this study. The 20 kinds of risk factors to compose the risk are selected and classified into 5 categories according to similar nature through the analysis of preceding study on the classification of the risk factors. Finally, as the foundation of risk assessment model's development for domestic marine traffic environment, the practical assessment criterion of the risk factors are suggested.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2015.07a
• /
• pp.74-76
• /
• 2015

국내외 해사당국이 추진해온 해양사고 재발방지대책은 선박의 복원성 강화, 선원의 교육 훈련, 해상교통환경 개선 등이 주를 이루었다. 그러나 본 연구에서는 해양사고 통계분석을 바탕으로 선박 선원 교통환경에 대한 기존 정책의 정합성(整合性)을 종합적으로 검토하고 향후 운항자와 항행여건의 관계에 관한 인간공학적 접근이 필요함을 도출하였다. 이를 위해 교통이 밀집한 연안해역에서 인간이 느끼는 주관적 위험도를 객관적으로 평가하기 위한 수치모델의 개발 또는 개선 방안을 제시하였다.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.25 no.6
• /
• pp.635-641
• /
• 2019

Domestic southwest offshore wind farms have problems such as the reduction in fishing rights by prohibiting vessel traffic, which delays their development. As such, there is a need to develop offshore windfarms in Europe to permit the passage of vessels and fishing operations in specific offshore windfarm areas. In this study, we used the environmental stress (ES model) and the IALA Waterway Risk Assessment Program (IWRAP) to determine the ratio of risk to the route type (cross pattern, grid pattern) and traffic volume (present, 3 times, 5 times and 10 times) to derive the risk factors of specific vessels for offshore windfarms. As a result, ship operators' risk related to offshore windfarms did not rise in both route types and there was no significant difference in the annual probability of collision in the present traffic volume. In conditions that increased traffic volume by 3 times, 5 times and 10 times, the risk ratio increased as ship operator risk and collision probability increased at the crossing points. Furthermore, when the traffic volume of the ship increased, the risk could be more effectively distributed in the grid route compared to the cross route. The results of this study are expected to apply to the operation type, route operation method, safety measures, etc. in offshore wind farms.