사고 데이터의 불확실성을 고려한 해양사고 위험도 분석 및 인적오류 중심의 사고원인 분석에 관한 연구

원유경(Yoo Kyung Won),김동진(Dong Jin Kim) 대한인간공학회 2021 大韓人間工學會誌 Vol.40 No.3

Objective: The purpose of this study is to modify quantitative risk assessment of the maritime accident using the risk matrix considering uncertainty of the data and to figure out the main cause through all types of maritime accident. Background: Maritime accidents happen not frequently but it causes severe consequences such as human losses, economic losses and environmental damage. It has negative impacts on the level of national safety and national competitiveness. Although Korean government makes huge efforts to decrease the number of maritime accidents through the mitigation policy, unfortunately recent maritime accidents are not declining, resulting in fatality and economic losses. In the research field, it is necessary to consider the risk assessment criteria based on the quantitative analysis of the maritime accidents. Also, to increase effectiveness of the mitigation policy, first we focus on the cause related to human error. Method: In the study, (ⅰ) we modify the existing risk matrix considering uncertainty of the data set in order to get more concrete results and suggest the practical risk assessment criteria. (ⅱ) In the analysis on the cause of the accident, first we calculate the rate of occurrence from each cause of the different accident type and find out the main cause by each accident type. Secondly, we figure out the reason which causes various accident types. Results: By applying the criteria of the modified risk matrix, it is possible to interpret the results as more sensitive considering uncertainty of the data set. And the main cause of each accident type and common cause of the maritime accident are due to human error. Conclusion: Quantitative risk assessment using the modified risk matrix, and cause analysis can suggest well-founded risk mitigation measures and improve the performance of the accident mitigation policy. Application: It may help the policy maker to make appropriate mitigation measure and apply to other fields as the objective risk assessment criteria.

Have Rules of Major Maritime Conventions Led to a Reduction in Ship-source Accidental Pollution? A Correlation Issue

방호삼 한국해양수산개발원 2011 해양정책연구 Vol.26 No.1

Accidental pollution disasters from ships, e.g. the Amoco Cadiz, the Erika, and the Exxon Valdez incidents, periodically worry the international community. Oil pollution catastrophe happened yet again off Taean in South Korea on 7 December 2007 after the Sea Prince disaster in 1995. The super tanker Hebei Spirit was hit by a crane-carrying barge and holed on its hull plate and spilled a large amount of oil into the sea, and the accident was labelled as the country’s worst ever oil-spill disaster since 1995. Vessel accidents are considered to be prone to accidental pollution which, in the worst case, results in astronomical clean-up cost and compensation for damages to fisheries. With regard to the current catastrophe, some basic questions are asked; can the international community concerned about ship-source oil pollution not crack down on those vessel accidents? Are existing international maritime conventions to deal with maritime accidents and accidental pollution well-performing?The aim of this article is to re-examine whether major international maritime conventions have improved shipping safety and have led to a reduction in accidental pollution and to find out what role Port State Control (PSC) can play. In fact, there is always a correlation problem. It is difficult to be certain that the decrease in accidental pollution is due to IMO Conventions, and to prove this. Given that discussion deals with the observation of safety conventions, it is best to deal with a possible correlation in this article. It is stated that in order to deal with vessel accidents and accidental pollution more effectively, the international community has periodically reviewed rules and standards for the prevention of accidental pollution and has modified them accordingly. It is arguable that those modifications have had the effect of increasingly encouraging port States to be more involved in a crackdown on sub-standard ships. The regularly-happening changes to international rules and standards suggest that the international community is devoted to the enhancement of shipping safety and minimization of accidental pollution. It is difficult to assess the exact extent to which international maritime conventions have improved the safety of ships at sea and reduced accidental pollution from ships, but no one can deny that such maritime conventions have played a vital role in enhancing shipping safety and in reducing accidental pollution. It is argued that if vessel accidents causing pollution are something that cannot be eradicated, thorough enforcement by flag States of rules and standards of international maritime conventions and, if not, by the port State authorities is something that can reduce possibilities of such accidents.

해사안전법과 선박입출항법상 해양사고 발생시 조치의무 비교 및 검토

金泰秀(Kim, Tae-Soo) 중앙법학회 2017 中央法學 Vol.19 No.1

The provision of the Duty of Measures in the Case of Maritime Accidents under the Maritime Safety Act and Act on the Arrival Departure, etc of Ships is similar and different. However, the Duty of Measures in the Case of Maritime Accidents between under the Maritime Safety Act and the Act on the Arrival Departure, etc of Ships shall be regulated differently. In other words, it is doubtable to proper that the scope, content, and a person of the duty of measures needed in the case of accidents except trade ports and their other places make a difference and criminal punishment is regulated differently if the accident happens. It is known that the Maritime Safety Act and the Act on the Arrival Departure, etc of Ships are to purpose the safety and maintenance of order of ship traffic in common. Thus, it is not reasonable that the scope and content of the duty of measures, etc are regulated differently in the case of accidents because the Maritime Safety Act and the Act on the Arrival Departure, etc of Ships are to remove the risk of obstacle of maritime traffic. For example, land traffic does not distinguish a public road or express way in the case of accidents so that Article 54 of the Road Traffic Act imposes the duty of measures needed in the case of accidents and this regard is to purpose to secure smooth traffic in order to remove the risk and obstacle of land traffic from the accident. Therefore, it is not reasonable that the Maritime Safety Act and the Act on the Arrival Departure, etc of Ships regulate the duty of measures differently. In Japan, the Japanese Maritime Traffic Act regulates the duty of measures needed in the case of accidents not to regulate it under the Japanese Open Port Ordinance Act and Maritime Traffic Act except trade ports and their other places if the accident happens. It is reasonable that Korea shall regulate the duty of measures needed in the case of accidents equally under the Maritime Safety Act and the Act on the Arrival Departure, etc of Ships and if the Acts is to purpose the safety and maintenance of order of ship traffic, they shall be regulated equally not to regulate the contents of the duty of measures needed in the case of accidents under the Maritime Safety Act and the Act on the Arrival Departure, etc of Ships. It is reasonable that the best is to regulate it expressly under the Maritime Safety Act, but I think that the Act on the Arrival Departure, etc of Ships shall regulate the concreted and detailed contents of necessary measures with the same duty of measures if the contents of necessary measures is shown under concreted and detailed methods in the case of accidents in the trade port.

Comprehensive risk estimation of maritime accident using fuzzy evaluation method – Focusing on fishing vessel accident in Korean waters

서지민,김동진 한국해운물류학회 2020 The Asian journal of shipping and Logistics Vol.36 No.3

Maritime accidents not only incur loss of human lives and physical damages to ships but also cause negative impact on marine safety weakening national competitiveness in maritime transportation. The government established national level plans to reduce maritime accidents. Fishing vessel accidents, among others, take up around 70% of the total maritime accidents in Korean waters. However, researches on fishing vessel accidents have not been studied much compared to commercial ship cases. In this regard, we evaluate risk level of fishing vessel accident with the fuzzy comprehensive evaluation method, where a fuzzy membership function is applied in an attempt to reduce the degree of uncertainty inherited in the given data. For the comprehensive (overall) risk, 9 types of fishing vessel accident are analyzed over the period of 1988–2016 years and risk value is compared against fuzzy risk criteria to determine the risk level. Also risks of each type of accident are calculated and classified into different risk levels. Since the comprehensive risks are calculated on a 100 scale on a yearly basis changes in risk levels are easily visualized year by year. The results obtained from our analysis will help a decision maker establish proper risk reduction measures to mitigate different types of accident and manage effectively the limited and/or scare resources to be employed. The evaluation method can be applied to risk estimation of other sea transportation accidents.

확률적 사상자 예측을 통한 해양선박사고의 위험성 분석

김동진 사단법인 한국융합기술연구학회 2024 아시아태평양융합연구교류논문지 Vol.10 No.1

해양사고 발생건수 및 사상자를 줄이기 위한 정부의 안전대책에도 불구하고 사고는 계속 증가하고 있다. 특히, 어선의 사고비율은 가장 높지만 사고 위험성에 대한 연구는 미진한 편이다.일반적으로 사고 위험도는 사고 빈도수와 사고 피해의 곱으로 계산되어지며 상이한 사고들에 대한 우선순위를 정하는데 주로 사용된다. 그러나 이러한 위험도 숫자만으로는 사고의 특성을 파악하기가 쉽지 않다.본 연구의 목적은 기존의 사고 위험성 계산의 한계를 보완하기 위하여 조건부확률과 Bayesian이론을 이용하여 사고 시 사망자와 부상자가 발생할 확률을 계산하는 확률적 접근법을 제시하는 것이다. 이를 통하여 의사결정자는 확률이 큰 사고 순으로 용이하게 사고저감 대책을 수립할 수 있다. 중앙안전심판원에서 제공되는 최근 5년간(2018- 2022년)의 해양사고 데이터를 이용하여 사고확률을 계산한 결과 안전사고가 사망자와 부상자에서 각 각 2.37%와 4.43%로 가장 높은 확률을 차지하였다. 또한 모든 사고종류를 고려한 사망자 확률과 부상자 확률은 각 각 3.25%와 8.52%였으며 결과적으로 사상자 확률은 11.78%로 나타났다. 본 연구에서 제안한 확률적 방법은 의사결정자가 사고종류별 특성을 쉽게 파악하고 사고건수와 사상자를 줄일 수 있는 실질적이고 효과적인 정책을 수립에 도움이 될 것이다. 또한 다른 위험도 분석방법과 결합시 위험도 계산 과정을 향상 시킬 수 있을 것이다. Accidents are happening more frequently despite government safety initiatives to lower the incidence of marine accidents and the ensuing human casualties. Though, fishing vessels have the highest accident rates among others, few studies on the risk analysis of accidents have been performed. Usually a risk of an accident is calculated by multiplying frequency and consequence to produce an overall risk score. The resulting risk value can be commonly used in ranking and prioritizing risks among different accidents but in many real situations the score alone is not enough for identifying characteristics of accidents. The purpose of the study is to propose a new probabilistic approach using conditional probability and Bayesian theory in an effort to overcome the limitation of existing risk calculation method. The probabilities for fatality and injury of different accident types are calculated and consequently decision makers can easily take risk mitigation measures in an order of probabilistic priority.The probabilistic risk values were produced using maritime accident data from Korean Maritime Safety Tribunal (KMST) over the past five years (2018 to 2022). Safety accident type has the highest probabilities in both fatality and injury with corresponding values of 2.37% and 4.43%, respectively. The overall risk probabilities of fatality and injury are calculated as 3.25% and 8.52%, respectively and the probability of casualty is 11.78%.With the probabilistic method decision makers can easily verify characteristics of each accident type which would help establish more practical and efficient mitigation policy to reduce maritime accident in both frequency and fatality(injury).Also the suggested technique can be combined with other risk analysis methods to enhance the risk calculation process.

해양안전심판제도의 개선방안에 관한 입법론적 제언

이정원 한국법제연구원 2012 법제연구 Vol.- No.43

The existing Korean Act on the Investigation of and Inquiry into Marine Accidents(hereunder, ‘KAIIMA’) has lots of problems. Even if the main purpose of KAIIMA lies on the enhancement of marine safety by identifying the cause of marine accidents, there is skepticism whether the legal structure of KAIIMA is throughly focusing on the disciplinary action of the officers of the vessel. It seems to be difficult that current Korean marine accidents inquiry system cannot effectively achieve its main goal, identification of the cause of marine accidents. For the through investigation of marine accidents, it is necessary that the existing marine accidents investigation and inquiry system must be divided into two independent sections, a section for the investigation and inquiry of marine accidents and another section for the disciplinary action of the officers. For the former, the most effective ways and techniques of investigation shall be introduced instead of the adversary system. For the latter, since the legal characteristics of the disciplinary action is almost the same as the judgment, it is desirable to protect the procedural rights of the defendant. In this context, the disciplinary action of the officers shall be re-organized as below; firstly, regional maritime safety tribunal(1st instance) → central maritime safety tribunal(2nd instance) → High Court → Supreme Court. Secondly, regional maritime safety tribunal or central maritime safety tribunal(1st instance) → High Court(2nd instance) → Supreme Court. In the second case, regional maritime safety tribunal will play the role as the 1st instance for the most ordinary marine accidents and central maritime safety tribunal may be the 1st instance for the several important marine accidents cases which is stipulated in Article 18-3 of KAIIMA. On the other hand, to avoid becoming the maritime safety tribunal as the civil procedure, it is essential to delete Article 4(2) of KAIIMA. Additionally, to ascertain each officer’s contribution to an accident, judges in the civil trial can rely on some marine accident specialists who are employed by the Supreme Court. Given the facts that maritime safety tribunal is a kind of the trials, lawyers must be included as members of the judgment benches. In addition, co-operation among institutions investigating marine accidents, including Korean Maritime Safety Tribunal and Korean Coast Guard is desirable for the promoti Key Words : Marine accidents inquiry, Counsel in the marine accidents inquiry, Maritime safety agency, Legal aid, Admiralty court, Specialized benches, Investigation of and inquiry into marine accidents on and protection of people’s rights and interests. Finally, to fully protect defendants and officers in the maritime safety tribunal, it is demanded that Article 5 of Korean Legal Aid Act should be amended for the expansion of the legal aid service which is provided by the Korean Legal Aid Corporation. 현행 해양안전심판법은 상당히 문제를 내포하고 있다. 해양안전심판법의 주목적이 해양사고의 원인규명을 통한 해양안전의 확보에 있음에도 불구하고, 해양안전심판법의 주된 구조는 해양사고관련자에 대한 징계에 초점이 맞추어져 있는 것은 아닌가 하는 의구심을 갖게 한다. 현행 해양안전심판법의 구조로는 그 주목적인 해양사고의 원인규명을 효과적으로 달성하기 어려워 보인다. 해양사고의 원인규명을 효과적이고 철저히 하기 위해서는 심판절차와 조사절차를 분리하여 조사절차에서는 대심적 구조를 취할 것이 아니라 해양사고의 원인규명이라는 목적 달성을 위해 가장 효율적 방안을 강구하는 것이 필요할 것이다. 해기사 등에 대한 징계절차는 그 법적 성질이 준사법적 절차로서 실체적 진실의 발견 못지않게 절차적 정의도 요청된다. 따라서 해기사 등의 징계를 위한 심판절차에는 사법심사가 보다 강화될 필요가 있다. 이를 위해서 해기사 등에 대한 징계절차는 지방심판원 → 중앙심판원 → 고등법원 → 대법원의 4심제로 운영하든가, 아니면 일반적 해양사고에 대해서는 지방심판원이, 해양안전심판법 제18조의3에 규정된 특별조사부 구성이 필요한 사건에 대해서는 중앙심판원이 각 제1심을 한 후 고등법원 → 대법원의 구조로 심판제도를 개혁할 필요가 있다. 한편 해양안전심판제도의 민사소송화를 방지하기 위해서도 해양안전심판법 제4조 제2항은 삭제하는 것이 타당하며, 민사소송에서 법관은 당사자의 과실비율 산정을 위해 전문심리위원을 활용하거나 심판원의 재결내용을 감정촉탁 형식으로 활용할 수 있을 것이다. 또한 해양안전심판제도의 본질이 재판이라는 점을 감안한다면 심판관 구성에 법률가의 대폭적 충원이 이루어져야 할 것이며, 해양사고관련자 등의 권익보호를 위해 법률구조법 제5조를 개정하여 해양안전심판에 대해서도 대한법률구조공단에 의한 법률구조가 이루어져야 할 것이고, 해양사고 조사기관들 사이의 조사의 공조체계 구축을 통한 국민의 불편과 혼선을 줄이려는 작업 또한 시급히 이루어져야 할 것이다.

사고 통계기반 선박사고 예방지수 개발에 관한 연구

배준기,이은방 한국항해항만학회 2014 한국항해항만학회지 Vol.38 No.3

선박, 항해기술 발달과 더불어 안전에 대한 교육 및 법제 강화에도 불구하고 해양사고는 지속적으로 발생하여 큰 피해를 주고 있 다. 사고가 발생하면 생명, 재산 그리고 환경적 재해가 수반하게 되므로 예방활동이 강조되고 그를 위한 정책적, 교육적, 법제적 노력에도 예 방성과는 미흡한 실정이다. 본 논문에서는 예방활동의 동기와 성과를 촉진하고 체계적인 안전관리를 위한 시각적이고 정량적인 지수를 개발 하여 선순환적인 예방문화를 구축하고자 선박사고 예방지수(PISA)와 예방수준(PLSA)을 개념화하고 정량화하였다. 선박사고 예방지수를 설 계하기 위하여 지난 5년(2009∼2013)간 국내에서 발생한 사고통계 자료를 4개 영역, 즉 교육, 기술, 단속, 정보영역으로 구조화하고 예방요소 와 인자를 추출함으로써 지수를 정의하였다. 정의된 지수 산정에 필요한 평가모듈을 설계하였으며, 설계된 모듈을 이용하여 화물선, 여객선, 유조선, 예선, 어선을 대상으로 지수를 측정하였다. 측정된 선박사고 예방지수 결과를 통계적, 사례적으로 위험성(Risk)과의 상관관계를 분석 하여 유용성을 확인하였다. 제안된 선박사고 예방지수를 인증제도 등에 활용함으로써 선박별 맞춤형 성과기반 예방활동은 물론 예방중심의 안전문화 촉진과 선박사고 저감효과가 기대된다. Despite the facts that navigation technology and educational programs were developed, and that maritime law has been enforced strictly, the number of maritime accidents has not dropped significantly. Accident prevention is emphasized because of the extreme life, property, and environmental losses that accompany maritime accidents. Even though there are a variety of preventive activities, their performance is not satisfactory. In order to promote preventive activities and to organize safety management, a Preventive Index of Ship Accident(PISA) and a Preventive Level of Ship Accident(PLSA) which are abstracted from the statistical data of ship accidents (2009∼2013) are proposed. The survey module by which these variables can be calculated is composed of preventive domains such as education, engineering, enforcement and information, and is applied for the preventive indexes measurement of cargo, passenger, tanker, tugboat and fishery ships. We compared and analyzed measured result with statistical accident rates and cases to confirm the index utilities. It was found that there is some correlation between the index value and the ship accident rate. It is expected that this index will become useful to evaluate a preventive status for the prevention of ship accidents and for the maritime safety culture.

발표논문 : 항만 해상교통사고의 문제점과 대책

김태계 ( Tae Kye Kim ) 경상대학교 법학연구소 2012 法學硏究 Vol.20 No.2

우리나라는 삼면이 바다이고, 해안선에 항만과 공업지역이 집중되어 있어 국가의 경제가 성장함에 따라 선박을 통한 물동량이 증가하고 있으나 해안선은 짧은데 비하여 선박의 운항 폭증하고 있어 해상교통사고의 위험이 높아지고 있다. 특히 2012년을 기점으로 우리나라는 무역교역 액이 1조 달러 시대에 접어들었는데, 무역교역량의 99.7%인 약 13억 톤이 선박에 의하여 운송되고 있을 뿐만 아니라, 항만 주위에는 여객선, 어선, 잡종선 등 다양한 선박 들이 운항되다 보니 항만에서의 선박 충돌, 좌초 등 해상교통사고가 증가하고 있는 것이 사실이다. 그렇지만 입법적, 제도적인 문제점으로 인하여 우리나라의 선박 1척당 인명 사고 비율이 선진국에 비하여 거의 2 배에 이르고 있다. 따라서 해양강국을 표방하고 있는 우리나라는 이러한 해상사고를 예방하고, 해외교역을 더욱 활발히 하여야 함은 당연하다 할 것이다. 그 중에서도 해상교통사고의 처리에 있어 육상의 교통사고 달리, 해상교통사고처리특례법이 입법되어 있지 아니하여, 해상교통사고 관여자들이 육상교통 관여자에 비하여 가혹하게 처벌되고 있다. 더욱 우리 대법원은 해상교통사고를 판단함에 있어 신뢰의 원칙이 적용하지 아니하고 있기 때문에 상대 선박 운항자가 항법을 지킬 것이라는 것을 믿고 자신의 항법을 준수하여 운항한 자에 대하여도 그 책임을 물어 형사처벌은 물론 해기사 면허에 대하여 행정처분을 받게 되어 있어 불합리 하다 아니할 수 없다. 따라서 육상교통사고와 같은 과실범에 대하여 해상교통사고라고 하여 가혹하게 처벌받는 것은 우리나라 법률체계에도 맞지 아니하고, 우수한 해기사들이 해상근무를 기피하게 되는 결과를 빚고 있다할 것이므로, 해상교통사고처리특례법이 반드시 입법되어야 할 것이다. 우리나라는 해외교역량이나 선박에 비하여 항만의 수가 많지 않아, 항만교통이 폭증하고 있어 항만내의 질서유지가 필요하다. 항만질서유지를 위하여 서양선진국에서 일반적으로 시행하고 있는 것이 항장제도인바, 우리나라에서는 항장제도를 일시 받아들였다가 안전보다는 개발이라는 논리로 폐지된 바 있다. 항장제도의 부활이 시급하다 할 것이다. 다음으로는 항만해상교통질서의 중요부분을 차지하는 VTS센터 요원의 자격에 관하여는 우리나라는 선진국과는 달리 해상근무 경력을 중요시하지 아니하고 있어 문제점이 노출될 수 있다. VTS관제요원의 자격에 관하여 해상근무 경력을 중시하는 제도를 도입하여야 하며 VTS관제센터의 장은 도선사나 이에 준하는 자격자도 임명하여야 한다. 또한 항만의 질서유지 책임자인 항장이나 VTS 책임자를 도선사로 임명하기 위하여 한해 10명 내외에 지나지 않는 도선사 자격면허 취득자의 수를 대폭 늘려야 한다고 생각한다. Our country is surrounded by sea on three sides, the coastline is concentrated in the harbor and industrial area. As the country`s economic growth has increased traffic volume through the vessel. Harbor due to their low flight explosion of the ship and it is increasing the risk of maritime accidents. In 2012, Korea trade, the trade was $ 1 trillion fluid. Trade of trade of about1.3 billion tons of 99.7% of transportation is by ship. Around the harbor ferries, fishing vessels including vessels in the harbor because boat traffic crashes, stranded marine accidents, etc. is increasing. However, legislative and institutional problems due to the vessel of our country one lives per ship accident rate compared to the developed countries has reached almost twice. Represent a maritime power in the country and prevent such accidents at sea and abroad should be more actively traded. In the handling of maritime accidents, unlike land-based traffic accidents, because there is no Act on Special Cases concerning the Settlement of maritime accidents, marine traffic accidents involved characters than the characters involved in land transport has been severely punished. Moreover Supreme Court as a maritime accident are not covered by the principles oft rust, nor because of the relative self-navigation and navigation services that would keep the trust to comply with their own navigation and the lower flight so much as a criminal offense has been given administrative punishments. Act on Special Cases concerning the Settlement of maritime accidents would necessarily have to been acted. Country compared to foreign trade and shipping a small number of ports, harbors and transportation have exploded in harbor maintenance of order is required. Ports in Western nations to maintain order and that Harbour Master is typically performed. Harbour Master will is an urgent need of a resurrection. About VTS maritime traffic control personnel qualification system, which emphasizes work experience should be introduced. VTS control center shall be appointed as the head of the pilots.

위험도기반 해양사고 초기대응 지원 시스템 개발 기초연구:

나성(Seong Na),이승현(Seung-Hyun Lee),최혁진(Hyuek-Jin Choi) 한국항해항만학회 2016 한국항해항만학회지 Vol.40 No.6

최근 우리나라 연근해에서 발생한 몇 건의 대형 해양사고에서, 신속하고 체계적인 초기대응이 사고 전개양상과 사고결과에 얼마나 큰 영향을 미치는지를 확인하였다. 또한, 이를 통해 다양한 해양사고 상황에 대한 정확한 정보와 전개될 수 있는 시나리오, 적용 가능한 사고대응 방법들에 대한 정보를 신속하게 확보하는 것이 해양사고 초기대응을 위하여 무엇보다 중요함을 알 수 있었다. 이러한 현실적인 문제를 해결하기 위한 일환으로, 본 연구에서는, ‘위험도기반 초기대응 지원 시스템’의 개념을 제시하고, 해양사고 이후 전개 가능한 모든 시나리오와 적용 가능한 사고대응 방법들을 식별하기 위하여 사건전개 시나리오 식별 브레인스토밍 기법을 제안하였으며, 식별된 사고대응 방법들의 적용으로 인한 피해저감 효과 등을 정량화하기 위하여 사건수목분석 (Event Tree Analysis: ETA) 기법을 활용한 사건전개수목을 제안하였다. 그리고 각각의 사고대응 방법에 대한 상세분석을 위해서는 PERT/CPM의 사용을 제안하였다. 또한, 상기 제시한 위험도기반 초기대응 지원 시스템의 구성 체계를 설명하기 위하여, 유조선 좌초사고에 대한 사고대응 작업을 예로 간략한 위험도분석 작업을 수행하였다. A number of maritime accidents, and accident response activities, including the command and control procedures that were implemented at accident scenes, are analyzed to derive useful information about responding to maritime accidents, and to understand how the chain of events developed after the initial accident. In this research, a new concept of a ‘risk based accident response support system’ is proposed. In order to identify the event chains and associated hazards related to the accident response activities, this study proposes a ‘Brainstorming technique for scenario identification’, based on the concept of the HAZID technique. A modified version of Event Tree Analysis was used for quantitative risk analysis of maritime accident response activities. PERT/CPM was used to analyze accident response activities and for calculating overall (expected) response activity completion time. Also, the risk based accident response support system proposed in this paper is explained using a simple case study of risk analysis for oil tanker grounding accident response.

사고 통계기반 선박사고 예방지수 개발에 관한 연구

배준기(Jun-Ki Bae),이은방(Eun-Bang Lee) 한국항해항만학회 2014 한국항해항만학회지 Vol.38 No.3

선박, 항해기술 발달과 더불어 안전에 대한 교육 및 법제 강화에도 불구하고 해양사고는 지속적으로 발생하여 큰 피해를 주고 있다. 사고가 발생하면 생명, 재산 그리고 환경적 재해가 수반하게 되므로 예방활동이 강조되고 그를 위한 정책적, 교육적, 법제적 노력에도 예방성과는 미흡한 실정이다. 본 논문에서는 예방활동의 동기와 성과를 촉진하고 체계적인 안전관리를 위한 시각적이고 정량적인 지수를 개발하여 선순환적인 예방문화를 구축하고자 선박사고 예방지수(PISA)와 예방수준(PLSA)을 개념화하고 정량화하였다. 선박사고 예방지수를 설계하기 위하여 지난 5년(2009∼2013)간 국내에서 발생한 사고통계 자료를 4개 영역, 즉 교육, 기술, 단속, 정보영역으로 구조화하고 예방요소와 인자를 추출함으로써 지수를 정의하였다. 정의된 지수 산정에 필요한 평가모듈을 설계하였으며, 설계된 모듈을 이용하여 화물선, 여객선, 유조선, 예선, 어선을 대상으로 지수를 측정하였다. 측정된 선박사고 예방지수 결과를 통계적, 사례적으로 위험성(Risk)과의 상관관계를 분석하여 유용성을 확인하였다. 제안된 선박사고 예방지수를 인증제도 등에 활용함으로써 선박별 맞춤형 성과기반 예방활동은 물론 예방중심의 안전문화 촉진과 선박사고 저감효과가 기대된다. Despite the facts that navigation technology and educational programs were developed, and that maritime law has been enforced strictly, the number of maritime accidents has not dropped significantly. Accident prevention is emphasized because of the extreme life, property, and environmental losses that accompany maritime accidents. Even though there are a variety of preventive activities, their performance is not satisfactory. In order to promote preventive activities and to organize safety management, a Preventive Index of Ship Accident(PISA) and a Preventive Level of Ship Accident(PLSA) which are abstracted from the statistical data of ship accidents (2009∼2013) are proposed. The survey module by which these variables can be calculated is composed of preventive domains such as education, engineering, enforcement and information, and is applied for the preventive indexes measurement of cargo, passenger, tanker, tugboat and fishery ships. We compared and analyzed measured result with statistical accident rates and cases to confirm the index utilities. It was found that there is some correlation between the index value and the ship accident rate. It is expected that this index will become useful to evaluate a preventive status for the prevention of ship accidents and for the maritime safety culture.