NGHIÊN cứu về điều KIỆN môi TRƯỜNG HÀNH hải từ góc NHÌN LIÊN QUAN tới NĂNG lực sĩ QUAN HÀNG hải

Luận án tiến sĩ Doctoral dissertation NGHIÊN CỨU VỀ ĐIỀU KIỆN MƠI TRƯỜNG HÀNH HẢI TỪ GĨC NHÌN LIÊN QUAN TỚI NĂNG LỰC SĨ QUAN HÀNG HẢI STUDY ON DIFFICULTY OF NAVIGATIONAL ENVIRONMENT FROM THE VIEWPOINT OF MARINER’S COMPETENCY Tháng Ba 2009 March 2009 Khoa đào tạo sau đại học Đại học Hải dương Đơng Kinh Khóa tiến sĩ Nghiên cứu Môi trường Hàng hải Ứng dụng Graduate School of Marine Science and Technology Tokyo University of Marine Science and Technology Doctoral Course of Applied Marine Environment Studies HÀ NAM NINH STUDY ON DIFFICULTY OF NAVIGATIONAL ENVIRONMENT FROM THE VIEWPOINT OF MARINER’S COMPETENCY HÀ NAM NINH 2009.3 Contents Acknowledgements .1 Abstract Chapter Introduction 1.1 Navigation Environmental Difficulty 1.2 Nine Elemental Technique for Safe Navigation 1.3 Condition of Safe Navigation 1.4 Ship Handling Simulator 10 1.5 Outline of Thesis 10 Chapter Competency of Bridge Team and Single Watch and Estimation on Necessary Tasks in the Navigational Environment 15 2.1 Introduction on Purpose of Chapter 15 2.2 Experiments of Approaching Uraga Pilot Station 15 2.3 Tasks for Mariners in Experiments 16 2.4 Data Analysis on Competency of Bridge Team and Single Watch 17 2.4.1 Controlling Ship’s Position and Adjustment of Arrival Time at Pilot Station 19 2.4.2 Collision Avoidance 21 2.5 Summary and Reason of Analyzing Bridge Team Behaviours 23 Chapter Necessity of Lookout .27 3.1 Introduction on Elemental Technique of Lookout 27 3.2 Estimated Factors on Necessity of Technique of Lookout .28 3.3 Experiments for Study of Necessary Tasks for Safe Navigation 29 3.4 Some Definitions Using in Thesis 29 3.4.1 Definition of Crossing Angle 30 3.4.2 Definition of Interval of Lookout on One Target 30 3.4.3 Definition of Time Consumption of Lookout on One Target Ship from Detection Point to Understanding Motion and Estimating Future Situation .31 i 3.4.4 Unit of Information, Content of Information 31 3.4.5 Method of Observation for Gathering Necessary Information .33 3.5 One Example Showing Lookout Process from Detection Point to Understanding Target Motion and Estimating Future Situation in Good Visibility 35 3.6 Time Consumption for Lookout on Target Ship from Detection until Understanding Target Motion and Estimating Future Situation under Effect of Crossing Angle 36 3.7 Interval of Lookout on Target Ship under Effect of Crossing Angle 40 3.8 Necessary Measuring Number of Units of Information in Relation with Crossing Angle .43 3.8.1 Necessary Measuring Number of “Rough Bearing” 43 3.8.2 Necessary Measuring Number of “Rough Distance” .44 3.8.3 Necessary Measuring Number of “Rough Aspect” and “Ship’s Type” 45 3.8.4 Necessary Measuring Number of “Rough Crossing Angle” 46 3.8.5 Necessary Measuring Number of Bearing .46 3.8.6 Necessary Measuring Number of Distance 47 3.8.7 Necessary Measuring Number of Course or Speed or CPA or TCPA .48 3.8.8 Necessary Measuring Number of BCR or TCBR 48 3.8.9 Necessary Measuring Number of “Passing Situation” 49 3.9 One Example Showing Lookout Process from Detection Point to Understanding Target Motion and Estimating Future Situation in Poor Visibility 49 3.10 Comparing Time Consumption for Lookout from Detection Point to Understanding Target Motion between Two Cases Poor Visibility and Good Visibility 50 3.11 Interval of Lookout under Effect of Visibility .52 3.12 Necessary Measuring Number of Units of Information in Poor Visibility 54 3.12.1 Necessary Measuring Number of Bearing by Radar/ARPA in Poor Visibility 54 3.12.2 Necessary Measuring Number of Distance by Radar/ARPA in Poor Visibility 55 3.12.3 Necessary Measuring Number of “Rough Crossing Angle” or Course or Speed or CPA or TCPA by Radar/ARPA in Poor Visibility 55 ii 3.12.4 Necessary Measuring Number of BCR or TBCR or “Passing Situation” by Radar/ARPA in Poor Visibility .56 3.13 Summary of Lookout Tasks 56 3.13.1 Lookout in Good Visibility 57 3.13.2 Lookout in Poor Visibility 59 Chapter Necessity of Positioning 61 4.1 Introduction on Elemental Technique of Positioning .61 4.2 Estimated Factors on Necessity of Technique of Positioning 62 4.3 Experiments 62 4.4 Time Consumption for one Position Fixing 63 4.5 Necessary Number of Position .63 4.5.1 Effect of “Channel Width” 64 4.5.2 Effect of “Shape of Channel” 64 4.5.3 Effect of “One Risky Target” 65 4.5.4 After Avoiding Action 66 4.5.5 Positioning after Avoidance in Concerning with Crossing Angle of Risky Target .67 4.5.6 Effect of Visibility on Necessity of Positioning .68 4.6 Summary 68 Chapter Necessity of Maneuvering .73 5.1 Introduction on Elemental Technique of Maneuvering 73 5.2 Experiments 73 5.3 Tasks of Maneuvering 74 5.4 Definition of Time Consumption for Maneuvering 75 5.5 Time Consumption for Maneuvering under Effect of Channel Width 75 5.6 Time Consumption for Maneuvering under Effect of Altering Point .76 iii 5.7 Time Consumption for Maneuvering under Effect of Visibility .77 5.8 Summary 78 Chapter Necessity of Communication 81 6.1 Introduction on Elemental Technique of Communication .81 6.2 Experiments 81 6.3 Unit of Information, Content of Information 82 6.4 TCPA of Target Ship at Starting Point of VHF Communication 84 6.5 Average Time Consumption for one Unit of Information 86 6.6 Content of Communication 86 6.6.1 Information for Identifying Target Ship 86 6.6.2 Information for Identifying Own Ship 88 6.6.3 Information Exchanging between Ships 90 6.6.3.1 Number of Exchanging Units of Information under Relation with CPA .90 6.6.3.2 Number of Exchanging Units of Information under Relation with Visibility 91 6.6.3.3 Content of Exchanging Information 92 6.7 Summary 93 Chapter Safe Navigation Assessment 97 7.1 Concept of Safe Navigation 97 7.2 Summary of Required Tasks under Effect of Environment 98 7.2.1 Summary of Technique of Lookout .98 7.2.2 Summary of Technique of Positioning 101 7.2.3 Summary of Technique of Maneuvering 102 7.2.4 Summary of Technique of Communication 103 iv 7.3 Calculation of Time Allowance for Mariners on Wheelhouse .105 7.3.1 Calculating TCPA1 at the Detection of Target Ship .106 7.3.2 Determine TCPA2 at the Finishing of VHF Calling .108 7.4 Example for Assessing Safe Navigation .109 Example 7.1 109 Example 7.2 113 7.5 Using Standard Value for Assessing Safe Navigation 117 7.6 Some Other Studies Assessing Difficulty of Environment 117 Conclusions 119 Necessary Tasks for Technique of Lookout 119 Necessary Tasks for Technique of Positioning .122 Necessary Tasks for Technique of Maneuvering 124 Necessary Tasks for Technique of Communication 125 References .127 Abbreviations 129 Figures 131 Tables 209 Tóm tắt (Abstract in Vietnamese) 225 v Acknowledgements This doctoral thesis is submitted in conformation to the requirements for the degree of Doctor of Engineering at Tokyo University of Marine Science and Technology (TUMSAT), Tokyo, Japan and is based on research done during the Doctoral Course of Applied Marine Environmental Studies in the period of April 2006 through March 2009 First and foremost, my sincere thanks must be expressed to my supervisor, Professor KOBAYASHI Hiroaki, at the Ship Simulation Laboratory, Faculty of Marine Technology, TUMSAT for encouraging me to start this research, for his enthusiastic supervision during my doctoral work as well as his assistance in my life in Japan His patience in understanding me motivates my inspiration for the work at hand My gratitude is expressed to my advisors, Associate Professor ISHIBASHI Atsushi and Associate Professor UCHINO Akiko, at the same laboratory of TUMSAT, for their interesting discussions and assistance during my doctoral work My sincere thanks are expressed to my advisors, Professor ISEKI Toshio, Professor IWASAKA Naoto, Professor HAGIWARA Hideki, Professor KAKIHARA Toshiharu, at the same faculty of TUMSAT, for their discussion on my research work during doctoral course I would like to express my sincere thanks to every staffs of Ship’s Maneuvering Simulation Center of TUMSAT for their assistance during the experiments performance in my study works I would like to express my sincere thanks to experienced mariners from Japanese shipping companies, especially the mariners from K-line shipping company, for their joining as subjects in series of experiments in my study works Furthermore, my deepest gratitude is expressed to Monbukagakusho (Ministry of Education, Culture, Sports, Science and Technology, Japanese Government) for scholarship support during my whole graduate course in the period of October 2005 through March 2009 and for offering me a very good chance to understand Japan and its people as well as the Japanese culture Finally, it is impossible for me to mention everyone who has contributed with ideas, suggestions, who has assisted me in the completion of my work However, I would like to express my deep thanks to all of them Tokyo on March 9, 2009 HÀ Nam-Ninh Abstract The shipping industry keeps the important role in cargoes transportation all over the world The quantity of cargoes transported by sea going vessel is very big percentage in total cargoes transportation by all mean The traffic over the sea also becomes complicated The marine accident is also happen every day It is mentioned frequently that over 80% of causes of accident are human factors Then safety of navigation in concerning with human factor is one of most consideration from any shipping companies, maritime training centers, maritime universities and marine country governments It is discussed and considered that safety of navigation cannot be achieved if the necessary condition is not satisfied In many studies of human factors for safe navigation, the human behaviour is analyzed in concerning with many elements of “navigation environmental difficulty” Also, the “condition of safe navigation" is recognized as the balance between the “mariner’s competency” and “navigation environmental difficulty” IMO, in one effort to enhance the safe navigation, proposed the STCW95 code for training the human in maritime field With the effort of proposing STCW95, IMO intends to qualify the mariners’ competency to the standard level The functional approaches mentioned by IMO are effective and important However, the understanding of STCW is different between countries and training centers Therefore the mariner’s training and assessing systems are different between countries and training centers It makes the difference in quality of mariners and different behaviour of mariners In the paper “Use of Simulator in Assessment, Learning and Teaching of Mariners” [1], the “nine elemental technique for safe navigation” was developed for assessing the mariners’ competency However, at the present time, it is difficult to define the concrete level of “navigation environmental difficulty” that exceeds the mariners’ competency It is considered that it is possible to recognize the condition of “safe navigation” by comparing quantitatively the “mariner competency” with “navigation environmental difficulty” Then it is necessary to define “mariners’ competency” and “navigation environmental difficulty” quantitatively The author tried to analyze the “navigation environmental difficulty” quantitatively in concerning with mariners’ behaviour The results of the study show the relationship between “mariners’ competency” and “navigation environmental difficulty” And those results will be expressed in this thesis Table 4.1 Factors Affect on Positioning Category of navigation environmental difficulty Factors Maneuvering characteristics of own vessel Water area for navigation - Channel width - Shape of channel Weather and sea state - Visibility Traffic condition - Target ship - Situation of target ship Rule of road 221 Table 5.1 Tasks of Maneuvering Situation Maneuvering on fairway Tasks Captain check the position and course shown on the chart Captain check the remark about the navigation plan on notebook Captain control the rudders Captain observe the turn rate during maneuvering Captain observe the change of heading the compass rose Captain and/or assistant officer observes the side that own ship’s heading changes to whether clear or not (starboard stern or port stern) Captain and/or assistant officer control the engine telegraph and observe engine motion 222 Table 6.1 Necessary Information of Communication Items Information for identifying target ship Necessary information Target course, Target speed, Target ship’s type, Target rough bearing, Target rough direction Information for identifying own ship Own ship’s name, Own ship’s type, Own ship rough direction, Own ship rough bearing from target ship, Distance between ships Information exchanging between ships for Target ship’s name, mutual understanding on avoiding action Passing method, Own ship action of course, Target action of course 223 Table 7.1 Assessing Rate of Value of “Subjective Judgment” Value of “Subjective Judgment” Assessing Rate of Safety +3 Obviously safe navigation +2 Safe navigation +1 Little bit safe navigation Not safe but not dangerous -1 Little bit dangerous situation -2 Dangerous situation -3 Seriously dangerous situation 224 Tóm tắt Ngành cơng nghiệp vận tải biển giữ vai trò quan trọng việc vận tải hàng hóa tồn giới Lượng hàng hóa vận tải đường biển chiếm tỉ lệ lớn tổng lượng hàng hóa vận tải vận tải phương thức Do giao thơng biển trở lên phức tạp Tai nạn biển xảy hàng ngày thông qua thống kê, người ta nhận thấy 80% vụ tai nạn biển có nguyên nhân lỗi người Vậy nên vấn đề an toàn hàng hải liên quan đến yếu tố người vấn đề quan tâm công ty vận tải biển, trung tâm huấn luyện, đại học hàng hải quyền quốc gia hàng hải Đương nhiên an toàn hàng hải khơng thể có điều kiện không thoả mãn Trong nhiều nghiên cứu yếu tố người mối liên quan tới an toàn hàng hải, ứng xử sĩ quan hàng hải phân tích mối liên quan với nhiều thành phần mơi trường hàng hải Ví dụ ứng xử sĩ quan hàng hải điều kiện thời tiết khác nhau, tầm nhìn xa hạn chế, tầm nhìn xa tốt Tuy nhiên, thời điểm tại, khó để xác định mức xác độ khó mơi trường hàng hải mà người đảm nhận Những người nghiên cứu lĩnh vực cho để xác định vấn đề an tồn hàng hải cần phải so sánh định lượng hai yếu tố "khả chuyên môn sĩ quan hàng hải" với "mức độ khó mơi trường hàng hải" Do cần thiết phải định lượng hai yếu tố Tác giả luận án phân tích định lượng "mức độ khó mơi trường hàng hải" liên quan tới ứng xử sĩ quan điều khiển tàu biển Kết nghiên cứu số mối liên quan định lượng hai yếu tố "khả chuyên môn sĩ quan hàng hải" với "mức độ khó mơi trường hàng hải" Và kết diễn giải chi tiết luận án Kết nghiên cứu luận án bảo vệ thành công hội đồng phản biện đề tài tiến sĩ trường Đại học Hải Dương Đông Kinh, Tokyo, Nhật Bản vàng Tháng Ba năm 2009 225 ... comparing quantitatively the “mariner competency” with “navigation environmental difficulty” Then it is necessary to define “mariners’ competency” and “navigation environmental difficulty” quantitatively... The shipping industry keeps the important role in cargoes transportation all over the world The quantity of cargoes transported by sea going vessel is very big percentage in total cargoes transportation... difficulty” quantitatively The author tried to analyze the “navigation environmental difficulty” quantitatively in concerning with mariners’ behaviour The results of the study show the relationship