어선전복경보시스템 알고리즘 검증을 위한 어선 횡동요 시험 및 시간영역 횡동요 시뮬레이션

양영준,권수연 해양환경안전학회 2017 해양환경안전학회지 Vol.23 No.7

This study contributes to deepening understand of the characteristics of fishing vessel rolling motions to improve the development of capsizing alarm systems. A time domain rolling motion simulation was performed. In order to verify capsizing alarm systems, it is necessary to carry out experiments assuming a capsizing situation and perform actual fishing vessel measurements, but these tasks are impossible due to the danger of such a situation. However, in many capsizing accidents, a close connection with rolling motion was found. Accordingly, the rolling motion of a fishing boat, which is the core of a fishing vessel capsizing alarm system, has been accurately measured and a time domain based on a rolling motion simulation has been performed. This information was used to verify the algorithm for a capsizing alarm system. Firstly, the characteristics of rolling motion were measured through a motion experiment. For small vessels such as fishing vessels, it was difficult to interpret viscosity due to analytical methods including CFD and potential codes. Therefore, an experiment was carried out focusing on rolling motion and a rolling mode RAO was derived. 본 연구는 어선전복경보시스템 개발을 위해 어선의 횡동요 특성을 파악하고 시간영역 횡동요 운동 시뮬레이션을 수행한다. 어선전복경보시스템의 검증을 위해서는 전복 상황을 가정하여 시험을 수행하고 실제 어선 계측을 수행해야 하지만, 상황의 위험성으로 인해 현실적으로 불가능하다. 또한 많은 전복사고의 경우 횡동요와 밀접한 연관이 있는 것으로 조사되었다. 이에 따라 어선전복경보시스템의 핵심인 어선의 횡동요특성을 정확히 파악하여 시간영역 기반 횡동요 시뮬레이션을 수행하고 해당 정보를 통해 시스템에 탑재된 경보시스템의 알고리즘을 검증한다. 주요내용으로 첫째, 횡동요 운동 특성을 운동 시험을 통해 계측하고 파악한다. 특히 어선과 같은 소형선박의 경우 CFD 및 포텐셜 코드를 포함한 해석적인 방법으로 점성과 관련된 횡동요 해석이 어렵다. 이에 따라 횡동요 운동 모드에 초점을 맞추어 운동 시험을 수행하고 횡동요 RAO를 도출한다. 둘째, 횡동요 RAO를 이용하여 Wave Spectrum과의 조합으로 시간영역 운동 시뮬레이션을 수행하고 전복 경보 알고리즘을 검증한다.

크레인 교체에 따른 표준재화 상태에서의 소형 어선의 복원성 특성 - 고성항 전복 사고 재결서 중심 -

강대곤,이건경,이준호,한승훈 해양환경안전학회 2020 해양환경안전학회지 Vol.26 No.1

In March 2016, a 6.67-ton fishing boat capsized owing to the loss of stability during crane operations. Capsizing occurs when a boat or ship is flipped over (or turned upside down) for reason other than accidents caused by collisions, contact, stranding, fire or explosion. Over the past nine years (2010-2018), capsize accidents have accounted for 2.34 % of all marine accidents and are gradually increasing. The loss of stability from improper shipping is the main cause of most capsizes, especially for small fishing vessels weighing 10 tons. According to the Fishing Vessel Act, small fishing vessels weighing less than a ton are exempted from inspections on stability and load cranes. This study analyzes the issue cited as the reason for the capsizing of the small fishing boat in Goseong, namely, the reduction of restoring moment due to increased weight of the crane. Fishing boats with similar loading conditions were modeled on the basis of re-determination, and their stability before and after the accident was assumed. The fishing boats with heavier cranes were found to be at higher risk of capsizing owing to the reduction of the restoring moment and the angle of deck immersion. Under standard loading conditions, the stability moments of fishing vessels are lesser during fishing, compared to when they depart from or arrive at the port. 2016년 3월 6.67톤 어선이 크레인 작업을 하던 중 복원성 상실로 인한 전복 사고가 발생하였다. 전복은 충돌, 접촉, 좌초, 화재 및 폭발의 결과로 발생한 사고는 제외하고 선박이 뒤집힌 것을 말한다. 지난 9년동안(2010-2018), 전복 사고는 전체 해양사고의 2.34%를 차지하고 있으며 증가와 감소를 반복하고 있다. 10톤 미만 소형어선의 주된 전복사고 원인은 부적절한 선적에 따른 복원성 상실이다. 어선법에 따르면 소형 어선은 복원성과 1톤 미만 제한 하중 크레인에 대해서 복원성과 예비검사를 면제해 주고 있다. 본 연구는 고성에서 발생한 소형 어선의 전복 사고 재결서의 원인으로 언급된 사항 중 크레인 증량에 따른 복원 모멘트 감소에 대해 실제 제원이 비슷한 어선을 모델링하여 이를 통해 사고 전·후의 어선 상태를 가상하여 복원성을 비교하였다. 그 결과 기존 보다 무거운 크레인으로의 교체 시에는 복원 모멘트 감소와 현단몰입각의 감소로 전복의 위험성이 증가되었다. 표준재화 상태에서는 입·출항시 보다는 어로 활동을 하고 있는 상황에서의 복원 모멘트가 감소되는 것을 확인하였다.

헝가리 유람선 사고(허블레아니호 사고)에서 주요 법적 쟁점 제기

김상만(KIM, SANG MAN) 동아대학교 법학연구소 2019 國際去來와 法 Vol.- No.26

Hungarian boat, Hableány, collided on the Danube river in Hungarys capital with Viking Sigyn, a larger luxury passenger boat of Switzerland during a rainstorm on 29 May 2019, causing it to capsize and sink with 26 South Koreans and two Hungarian crew dead or missing. Hableány was owned and operated by Panorama Deck Ltd, a Hungarian company, while Viking Sigyn is owned and operated by Swiss-based Viking Cruises Ltd. It was not immediately clear which vessel was responsible for the collision, a rare incident on the Danube where navigation is busy but generally safe. The Sinking of Hableány is similar to the sinking of MV Sewol of 2014 in massive casualties. However, there are many differences in the area and location of the sinking, the cause of the sinking, the person involved, the governing law, etc. The Sinking of Hableány occurred in a EU member state, and the shipwrecked ship and the assailant ship are all in EU member states. Thus, it is likely that EU laws will be applied in a number of legal issues. Accordingly, it is necessary to analyze relevant EU laws.

스택 딥러닝 모델을 활용한 선박 횡동요 움직임 예측

김동균,임남균 한국지능시스템학회 2023 한국지능시스템학회논문지 Vol.33 No.4

A capsizing accident may occur due to cargo weight imbalance or overloading. As aresult, it can lead to the sinking of ships and lead to economic loss and humancasualties. In this paper, a deep learning model for predicting the rolling motion of aship is proposed. We propose a hybrid model that combines Stacked GRU, StackedLSTM model, GRU model, and CNN+GRU+LSTM with deeper layers. A data of a6626 ton car ferry were used. The input data of 37242 preprocessed roll data wereused for train, verification, and testing at a ratio 8:1:1. A total 9 models of Hybridmodel, Stacked GRU, GRU, Stacked LSTM, LSTM, Stacked RNN, StackedBiLSTM, BiLSTM, and ARIMA were tested for performance. As a result of theexperiment, Stacked RNN recorded the lowest values of RMSE 0.09100. 전복 사고는 화물 무게의 불균형, 과적 등으로 인해 발생할 수 있다. 그 결과 선박 침몰로 이어질 수 있으며 경제적 손실 및 인명 사고로 이어질 수 있다. 본 논문에서는 선박의 횡동요움직임을 예측하기 위한 딥러닝 모델을 제안한다. 레이어의 층을 더욱 깊게 한 StackedGRU와 Stacked LSTM 모델, GRU 모델, CNN+GRU+LSTM을 결합한 하이브리드 모델을제안한다. 6626톤급의 카페리 선박의 횡동요 데이터를 활용하였다. 전처리 후 37,242개의 입력 데이터를 8:1:1의 비율로 훈련, 검증, 테스트에 활용하였다. Hybrid model, Stacked GRU,GRU, Stacked LSTM, LSTM, Stacked RNN, Stacked BiLSTM, BiLSTM, ARIMA의 총 9개의 모델을 10회 반복 실험하여 모델 간 비교, 분석하였다. 실험 결과 Stacked RNN의 평균RMSE가 0.09100으로 가장 낮은 값을 기록하였다.

저속으로 전복되는 선박사고의 선체 특성에 대한 해석적 연구

최순만(Soon-Man Choi) 한국마린엔지니어링학회 2016 한국마린엔지니어링학회지 Vol.40 No.3

음의 복원력에 의한 횡경사에 대한 부적절한 대응의 위험성

유수연,정대득 해양환경안전학회 2016 해양환경안전학회 학술발표대회 논문집 Vol.2016 No.11

어선의 전복사고 원인별 분석에 관한 연구

정창현(Chang-Hyun JUNG),박영수(Young-Soo PARK),김종성(ong-Sung KIM),김세원(Se-Won KIM) 한국수산해양교육학회 2012 水産海洋敎育硏究 Vol.24 No.1

In recent 5 years, the 70 percent of the ships accident was occurred in the fishing vessels, and most of them were the engine troubles and collisions. The capsizing accident was comparatively low portion of occupation, which took only 2 percent, but the scale of accident and the loss of lives and property are known very tremendous. In this paper, it was examined for the stability provisions of fishing vessels in domestic and international to reduce the capsizing of them. Also, it was made an analysis for the case of capsizing accidents to suggest the measures against the capsizing.

Classification of Capsizing and Sinking Factors

Yuichiro YANAGI,Harukuni TAGUCHI 국제이네비해양경제학회 2018 International Journal of e-Navigation and Maritime Vol.9 No.1

Systematical classification of accident factors is very important to take appropriate countermeasures to reduce accidents. The aim of this study is to classify capsizing and sinking factors so as to propose a checklist which could be used to analyze future accidents. The scope is investigation reports of capsizing and sinking accidents published by Japan Transport Safety Board between 2008 and March 2017. The investigation reports were surveyed in order to extract all factors involved in the accidents. Then the factors were categorized into eight classified factors according to their characteristics and a checklist for analyzing capsizing and sinking accidents was proposed. The checklist was applied to capsizing and sinking accidents surveyed in this study and it was revealed that refraining from “navigation in bad weather” is the most effective countermeasure for capsizing and sinking. It was also revealed that “flooding,” whose involvement was the highest for both capsizing and sinking, is the factor which needs countermeasures the most during navigation. It is concluded that accident analyses could be facilitated by applying the proposed checklist to future accidents.

Study on Safety of Up-righting Project for a Capsized Ship Model Based on Cable Tensions, Theoretical Model and NumericalMethod Accounting for Dynamic Effect

Yu-Qiang Sun,De-Jun Jia 국제이네비해양경제학회 2018 International Journal of e-Navigation and Maritime Vol.10 No.1

During an up-righting project for a capsized ship, the dynamic effect enlarges the tensions of cables. The cable tensions which are calculated based on statics and the safety evaluation which is based on these tensions cannot ensure the safety of the up-righting project. Due to the above reasons, a numerical simulation project is applied to investigate the dynamic effect on cable tensions of up-righting projects and evaluate the safety of up-righting project in current research. Firstly, a theoretical equation of the quasi-static up-righting project model is established in current research and is solved. Subsequently, the precision of the numerical simulation method applied in current research is checked by comparing cable tensions which are calculated by theoretical model and numerical simulation method. The cable tensions in different cases are solved by the numerical simulation method which accounts for dynamic effect in order to investigate the relationship between cable tensions and capsized ship weights, cable stiffness and winding-in speed. Finally, the safety of up-righting project is evaluated based on all the cable tensions calculated. It is pointed out that cable tension increases with the value of capsized ship weight, cable stiffness or winding-in speed approximately. The safety coefficients of cable in some high winding-in speeds are bellow 1.0. The results indicate that the dynamic effect is significant and should be accounted for during the up-righting project.

어선 제66풍성호 전복사고 원인분석에 대한 연구

이리나,이창현,온성욱 해양환경안전학회 2022 해양환경안전학회지 Vol.28 No.6

According to the statistics of maritime accidents statistics that have occurred in Korea over the past five years, maritime accidents caused by fishing boats have increased every year from 1,646 in 2016 to 2,100 in 2020. In particular, of the 378 capsizing accidents that have occurred in the past five years, 252 capsizing accidents of fishing boats account for a high proportion of 66.7%, therefore, it is urgent to come up with countermeasures. In this study, to determine the cause of the capsizing accident of fishing boat No. 66 poongsung, data such as stability and seawater inflow routes were collected, and the effects of waterproof, additional wood decks, and windbreakers on stability on were quantitatively analyzed. Additional decks, windbreakers, and waterproof installed in No. 66 poongsung cause initial list, deteriorate stability, and fail to meet fishing boat structural standards. In addition, it was analyzed that the stability was weakened due to the characteristics of the hull shape of No. 66 poongsung. To estimate the stability at the time of the accident, the stability at the time of the working in the fishing ground condition, amount of seawater inflow according to the change in sea conditions, hull oscillation situation, and change in stability due to the hull factor were calculated. As a result, the minimum GoM was satisfied at the time of working in the fishing ground, but it could not be restored at the maximum wave height of 4 m, and the minimum GoM was not satisfied at the maximum wave height of 4 m owing to the influence of seawater inflow and oscillation due to the hull list. However, the minimum GoM was satisfied if additional decks and windbreakers installation was excluded among the factors affecting the stability of No. 66 poongsung. 최근 5년간 국내에서 발생한 해양사고를 선박용도별로 살펴보면 어선이 67.1%(10,211척)를 차지하고 있으며, 어선에 의한 해양사고는 2016년 1,646건에서 2020년 2,100건으로 매년 증가하고 있다. 특히 최근 5년간 발생한 378건의 전복사고 중 어선의 전복사고가 252건으로 66.7%의 높은 비중을 차지하고 있어 이에 따른 대책 마련이 시급한 실정이다. 본 연구에서는 어선 제66풍성호의 전복사고의 원인 규명을 위해 복원성 및 해수 유입경로 등의 자료 수집과 풍성호에 설치된 방수구, 추가 갑판 및 바람막이 등이 복원성에 미치는 영향을 정량적으로 분석 후 전복사고의 대응 방안을 제시하였다. 복원성에 영향을 주는 요인으로 풍성호에 설치된 추가 갑판, 바람막이, 방수구가 초기 횡경사를 일으키고, 복원성을 악화시키며 어선구조기준을 충족시키지 못할 뿐만 아니라 풍성호의 선형 특성 등으로 인해 복원성을 약화 시키는 것으로 분석되었다. 사고 당시의 복원성을 추정하기 위해 어로작업 시점의 복원성과 해상 상태 변화에 따른 해수 유입량 및 이에 따른 동요 상황, 그리고 선체 요인에 의한 복원성 변화를 계산하였다. 그 결과, 어로작업의 시점에서는 최소 GoM을 모두 만족하였으나 최대파고 4m에서 복원이 불가하였으며, 선체 경사에 따른 해수 유입, 동요의 영향에 의해 최대파고 4m 상태에서 최소 GoM을 만족하지 못하는 것으로 분석되었다. 그러나, 풍성호의 복원성에 영향을 미치는 요인 중 추가 갑판과 바람막이 설치를 제외한다면 최소 GoM을 만족하는 것으로 분석되었다.