Marine Accidents Research Articles

Data-driven Bayes approach on marine accidents occurring in Istanbul strait

Analysing of marine accidents is crucial for vessels passing through narrow and busy waterways. The Istanbul Strait is one of the narrowest channels in the world and is exposed to intense maritime traffic. Taking accidents that occurred in the Istanbul Strait into account, this study proposes a quantitative assessment. 418 vessel accidents, which are taken place in the four sectors (Türkeli, Kandilli, Kadıköy, Marmara) that constitute the Istanbul Strait area under Istanbul Vessel Traffic Services (VTS) scope, are investigated. Considering accident type as a target variable, this study concentrates on the probabilistic relationships among the factors (i.e., vessel age, flag, wind speed, visibility, current) which are thought to influence the occurrence of accidents. Therefore, Tree Augmented Naive Bayes (TAN) which is one of the most utilized data-driven Bayesian Network approaches is employed. The outcomes of the research indicate that small vessels especially under 300 GRT are more prone to experience adrift accident which is also found as the most frequent accident type in the Istanbul Strait. Domestic maritime authorities can utilize the findings of this study to prevent the reoccurrence of accidents and develop more effective measures.

Classification and Identification of Spectral Pixels with Low Maritime Occupancy Using Unsupervised Machine Learning

For marine accidents, prompt actions to minimize the casualties and loss of property are crucial. Remote sensing using satellites or aircrafts enables effective monitoring over a large area. Hyperspectral remote sensing allows the acquisition of high-resolution spectral information. This technology detects target objects by analyzing the spectrum for each pixel. We present a clustering method of seawater and floating objects by analyzing aerial hyperspectral images. For clustering, unsupervised learning algorithms of K-means, Gaussian Mixture, and DBSCAN are used. The detection performance of those algorithms is expressed as the precision, recall, and F1 Score. In addition, this study presents a color mapping method that analyzes the detected small object using cosine similarity. This technology can minimize future casualties and property loss by enabling rapid aircraft and maritime search, ocean monitoring, and preparations against marine accidents.

해양안전을 위한 사고관리 개선방안

Maritime safety is directly related to the life of citizens in many parts. Various organizations on safety and accidents in the sea are playing a role, and now is the time to try to change for the purpose of ‘management’. This study attempts to take a comprehensive approach in relation to maritime safety. The purpose of this study is to suggest improvement measures by combining the characteristics of the sea and accident management. The research method primarily analyzed the official data of related organizations on marine accidents and coastal accidents to identify the threats to marine safety. After that, the improvements required in terms of the management of marine accidents are presented as follows. First, it is necessary to improve the data and information management system on maritime accidents. Second, a committee should be created to improve the cooperative relationship of related organizations. Third, a step-by-step cooperation system should be established by strengthening the expertise of the private sector. Fourth, it is necessary to periodically implement safety diagnosis for maritime safety. Fifth, an incentive system should be prepared for maritime safety improvement activities.

Turkish Straits Traffic Intensity, Waiting Times and Marine Accidents

Bu çalışmada, İstanbul ve Çanakkale Boğazlarından geçen gemilerin tiplerine ve yıllara göre dağılımları, kılavuz alan gemilerin oranları, kazalar ve gemilerin geçiş için bekleme süreleri incelenmiştir. Elde edilen bulgular, 2006-2020 yılları arasında İstanbul ve Çanakkale Boğazlarından geçen gemi sayılarının tedrici olarak azaldığını göstermektedir. Gemi sayılarının aksine, her iki boğazdan da geçen gemilerin toplam tonajları artmıştır. Gerek İstanbul gerekse Çanakkale Boğazı’ndan 2010 yılından sonra geçen 200 m’den büyük gemilerin sayısı artarken, 500 GT’dan küçük gemilerin sayısı azalmıştır. İstanbul ve Çanakkale Boğazlarından geçişte, kılavuz alan gemilerin oranı, gemi büyüklüğüyle artmıştır. Boyu 100 m’den küçük gemilerin ise çok azı kılavuzluk hizmeti alırken, İstanbul Boğazı’ndan geçen 200 m’den büyük gemiler ile Çanakkale Boğazı’ndan geçen 300 m’den büyük gemilerin tamamı kılavuzluk hizmeti almıştır. İstanbul Boğazı’nda, 1 Mayıs 1982-30 Haziran 1994 tarihleri arasını kapsayan dönemde 12,92 kaza yıl-1 meydana gelirken, 1 Temmuz 1994-31 Aralık 2003 arasını kapsayan dönemde 12,33 kaza yıl-1 ve 1 Ocak 2004-31 Aralık 2019 tarihleri arasını kapsayan dönemde 7 kaza yıl-1 meydana gelmiştir. Çanakkale Boğazı’nda meydana gelen gemi kazalarının sayısı da az da olsa son dönemlerde azalma göstermiştir. Boğaz geçişi için gemilerin bekleme süresi 2010-2019 yılları arasında ortalama; İstanbul Boğazı için 13,9 saat, Çanakkale Boğazı için ise 5,4 saat olarak belirlenmiştir. Bekleme süresi son 10 yıl içerisinde İstanbul Boğazı’nda önemli bir değişiklik göstermezken, Çanakkale Boğazında son yıllarda yaklaşık iki saat artmıştır.

해묘를 놓고 있는 선박의 항법상 지위에 관한 고찰 - 해양안전심판원의 재결을 중심으로 -

Many vessels fishing in the waters of Far East Asia, including Korea, use bright fish-luring lights that are activated after laying sea anchor. Winter cutlass fishing vessels operate similarly to the cuttle fishing vessels in the Coast of Korea. The legal status of any vessel fishing while laying a sea anchor is not explicitly stipulated in the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (hereafter referred to as ‘COLREG’) and the Maritime Safety Act. The Japan Maritime Casualty Tribunal classifies such fishing vessels as a power-driven vessel underway in accordance with sailing rules, and also a vessel laying sea anchor. However, the Korea Maritime Safety Tribunal judges it as a vessel at anchor, power-driven vessel underway, temporarily drifting vessel, vessel laying sea anchor, vessel restricted in her ability to manoeuvre or vessels engaged in fishing, and so on. In terms of the legal status of any vessels fishing while laying a sea anchor, the Korea Maritime Safety Tribunal has a common view that a sea anchor must be installed on the catching vessel for fishing purposes, with the vessel being restricted in her maneuverability as required by sailing rules. However, it is believed that they reached a different conclusion regarding the extent to which vessel fishing while laying a sea anchor impacts compliance with the sailing rules stipulated in COLREG and the Maritime Safety Act. In 2011, the Central Maritime Safety Tribunal judged that the No. 3 Sangmu which is fishing laying sea anchor, was a vessel engaged in fishing. However, the Regional Maritime Safety Tribunal determined otherwise, designating the vessel as a power-driven vessel underway(temporarily drifting vessel). This study analyzed marine accidents on vessels laying a sea anchor based on the judgments of Korea Maritime Safety Tribunal. As a result, from the point of view of legal stability and purpose, I suggested that the term “vessel laying sea anchor” should be defined newly and a vessel laying a sea anchor for fishing or waiting for fishing should be included in “vessel engaged in fishing” through the amendment of the Maritime Safety Act.

해사안전법 제96조의 적용상 쟁점과 개선방안

Convention on the International Regulations for Preventing Collisions at Sea adopted in 1972 for the purpose of preventing collisions of ships at sea is accepted as a domestic law called the Maritime Safety Act. In particular, Rule 2(Responsibility) of the Convention on the International Regulations for Preventing Collisions at Sea is set forth in Rule 96 of Maritime Safety Act. However, in the process of adoption as domestic law, the absence of ordinary practice of seaman and the requirements for immunity of seafarers are different from those of the Convention. Many issues are being raised. These responsibility rule stipulate the neglect of any precaution of the captain, navigator and pilot who are the culprits, and since they are the basis for punishment in the event of a marine accident, interpretation and application of the law is of paramount importance. Therefore, this paper, the issues related to the application of Rule 96 of the Maritime Safety Act are reviewed with a focus on Rule 2 of the Convention on the International Regulations for Preventing Collisions at Sea, and amendments to the Maritime Safety Act are presented to improve them.

An Evaluation of the Effects of Human Factors on Potential Ship Accidents Under Pilotage

In recent years, despite the technological advances, and increasing security measures in the maritime industry, it is observed that the effect of the human factor in the marine accidents has not changed. Most of the accidents occur in narrow canals, straits, rivers and entering port areas, resulting in environmental pollution, economical casualties and injury/loss of life. Pilotage is set compulsory in order to maintain safe passage at such confined waters. The purpose of this study is to investigate the effect of critical human factors on the potential ship accidents under pilotage operations. To explore the identified human factors, depth interviews and a questionnaire study were conducted with masters and pilots. The obtained data was analysed using DEMATEL (Decision Making Trial and Evaluation Laboratory) method to identify the most important and influential factors. The DEMATEL method is used to investigate interaction among human factors and to visualize them with help of causal-effect relation diagram. The results show that master experience, pilot experience and crew training are significant factors compared to other human risk factors. As a result of the findings of this research, it is also thought that improving the collaboration and communication between the master and the pilot will be effective in preventing the accidents. Moreover, understanding casual relations among human factors is important to prevent marine accidents. Furthermore, sensitivity analysis was performed for testing reliability of the experts’ evaluation and being clear certainty of the main results/findings in the DEMATEL method. It is found that expert considerations to the casual relationship between human factors are objective and sufficient. The findings of this article provide a critical overview of the research literature on the development of preventive measures for policy makers, shipping companies and port authorities.

Applying Fuzzy Delphi Method and Fuzzy Analytic Hierarchy Process for Ranking Marine Casualties

Marine accidents, particularly those that involve pollution and large fatalities, bring into question the safety of shipping and the quality of ships and their crews. Whether or not such questions are justified, it is marine accidents that provide a poor image of the industry, which attract considerable attention. Incidents that particularly attract attention are those causing loss of life, pollution of the environment and the loss of ship and or cargo. Usually, People have a tendency to focus on the consequences of an accident rather than its root causes, so MCDM1 could improve to find the root cause elements by providing more precise decision parameters. Due to the complexity of Marine accident investigation, this study aims to provide a systematic approach to determine the degree of most influence parameters (cause and effect) in accident occurrence, in order to improve marine safety in direction of Good Governance; in the study two phase procedures are proposed. The first stage utilizes Fuzzy Delphi Method to obtain the critical factors of the Marine Accident Investigation by interviewing the related connoisseurs. In the second stage, Fuzzy Analytic Hierarchy Process is applied to pair fuzzy numbers as the measurable indices and finally to rank degree of each influence criterion within accident investigation. This study considers 1 Goal, 4 Aspects and 31 Criteria (Parameters), and establishes a ranking model that provides decision makers to assess the prior ordering of reasons and sorts by most effective parameter involved Marine Accident occurrence. The empirical study indicates that the "" People, Working and living conditions, Effect "" is the high ranking aspect and ""Ability, Skills and knowledge of workers"" is the most important evaluation criterion considered in overall experts view derived from Fuzzy Delphi Analytical Hierarchy Processing (FDAHP). The demonstration of how the prior order of accident maker parameters of connoisseurs is addressed as well. Therefore, ranking the priority of every influencing criterion (parameter), shall help the decision makers in marine transportation, to emphasize the area to improve and act accordingly to prevent future marine accidents.

Determining Role of Human Factors in Maritime Transportation Accidents by Fuzzy Fault Tree Analysis (FFTA)

Safety has been a primary concern in every industry. It includes system, personnel, environmental safety, etc. Maritime transportation safety is of the utmost importance because a lot of economic and environmental damage has been caused by ship-related accidents. The majority of these accidents have resulted from human factors. For the analysis of accidents and future safety, various accident models have been created. In this study, human-based errors are analyzed and quantified by using the fuzzy fault tree analysis, which helps calculate the failure probability of the causes. A real-life case of a chemical tanker Key Bora was studied and analyzed, which happened on 28 March 2020, at Kyleakin Pier, Isle of Skye, Scotland. The ship’s hull was seriously damaged and was flooded. According to the analysis, two main human factors that contributed the most to the occurrence of this accident were found. These incidents can be avoided by ensuring proper measures are followed, and the results can be used as guidelines for future marine accident investigations and safety.

Maritime Environment Assessment and Management Using through Balanced Scorecard by Using DEMATEL and ANP Technique.

Previous studies have found that the occurrence of maritime accidents often lacks a sound environment management mechanism. The reason is that maritime safety needs management functions to promote each other. This study aims to assess the risk analysis of maritime accidents, applying balanced scorecard (BSC) concepts integrating decision-making trial and evaluation laboratory (DEMATEL) with analytic network process (ANP). The empirical results are that the balanced scorecard could be applied as a maritime procedure management method in maritime risk analysis. A total of 30 questionnaires were collected via scholar questionnaire, and five criteria or key factors for strengthening risk assessment of marine accidents were determined. According to the application of BSC, the risk analysis criteria constructed can assist maritime authorities to reduce the maritime accidents.

The Design of Training Contents for Marine Accident Investigators

The Design of Training Contents for Marine Accident Investigators

Case Analysis and Proposal for the Effective Application of “Ordinary Practice of Seaman” as Seafarers’ Responsibility for Marine Accidents

Case Analysis and Proposal for the Effective Application of “Ordinary Practice of Seaman” as Seafarers’ Responsibility for Marine Accidents

선박 화재시 제연경계벽 설치가 온도 감소 및 가시거리 향상에 미치는 연구

Maritime accidents caused by a ship include collisions, sinking, stranding and fire etc. This study is intending to consider fire accidents among such diverse marine accidents. Since ships load assorted cargoes and operate at sea for a long time, the possibility of various types of fires is high. Accordingly, different equipment and facilities are installed on ships to increase the survival rate of passengers and crew. Among these facilities, in the residential area where passengers and crew live, fire doors are installed and operated to prevent the spread of fire. In other words, the fire door is automatically closed in case of a fire alarm to prevent the spread of fire. Fire doors are very effective not only in preventing the spread of fire itself, but also in preventing the spread of smoke, which accounts for most of the casualties. However, it can be fatal for passengers and crew members located inside the fire doors who have not yet completed their evacuation. In the event of a fire, the temperature and soot rise upward and move through the ceiling. In this study, since draft curtains are not installed on ships, the effect on the increase in effective evacuation time, which is the lifespan time, was analyzed. As a result, in the case of temperature, when the draft curtain is 30cm, compared to the case without the draft curtain, the temperature reduction rate is improved by 6.6% by decreasing 2.2℃. Also, when the draft curtain was 40cm, the temperature decreased by 6.3℃, which improved by 18.9%. In the case of visibility, when the draft curtain is 20cm, 57.0% is improved from 13.5m to 21.2m compared to the case without the draft curtain. In particular, when the draft curtain is 30cm or more, there is no decrease in the visible distance due to smoke.

A novel quantitative and qualitative model for forecasting the navigational risks of Maritime Autonomous Surface Ships

Navigators, shipping companies, port authorities and government maritime bureaus are interested in understanding the navigational risks of Maritime Autonomous Surface Ships (MASS) in order to decide how to develop port facilities and make navigational safety regulations for MASS in the future. Unfortunately, so far there are no historical data of actual marine accidents of MASS. Most of the autonomous ship researches focused on small autonomous boats in the past, few discussed the navigational risks of large MASS. Therefore, this study proposes a novel model for forecasting objectively and quantitatively the navigational risks of MASS. Firstly, this study constructs an analytical hierarchy frame for forecasting the navigational risk of MASS. Secondly, a novel computing method is developed to integrate the subjective navigator judgment of MASS and objective actual marine accident data of crewed merchant vessels, and then to measure the navigational risk of MASS. The results showed that the navigational risk of mechanical malfunction accident is the largest when oceangoing at sea; the navigational risk of collision is the largest when entering/exiting a port. The findings could be given for a reference while making policies in the future.

Analysis and assessment of ship collision accidents using Fault Tree and Multiple Correspondence Analysis

Our research study indicates that, over the past few decades, the expected decrease in the number of maritime accidents has not occurred. The statistics show the collision and contact types of marine accidents have always been the most frequent. Primary causes that contribute to ship collisions were collected from 513 collision accidents reported since 1977, which is the date the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs) came into effect. The root causes of ship-to-ship collisions were determined statistically. Qualitative and quantitative analyses were carried out using the Fault Tree Analysis (FTA). This provided the probability and importance of the primary causes contributing to the ship collision accidents and defined minimal cut sets. Results show that the violation of the COLREG Rules is the most important and effective factor for collision accidents. Therefore, further analysis was conducted and the results showed which type of COLREG Rules mostly violated statistically. The primary causes were also examined by Multiple Correspondence Analysis, and it was determined that maneuvering and perception errors were the most effective factors in collision accidents. The results represent the cause statistics of the ship-to-ship collision accidents that occurred in the last 43 years. Considering the collision accident reports data, our results show %94,7 of collision accidents are related to human error.

Determination of the perception of ship management towards environmental pollion caused by routine operations of ships

In order to leave a livable world to future generations, the elimination of environmental pollution, which is one of the important dimensions of sustainability, increases its importance every day. Undoubtedly, among the factors that cause environmental pollution, the role of ships is quite high. The seas are also polluted by the routine operation of ships as well as marine accidents. Pollution arising from the routine operations of ships is caused by the discharge of pollutants such as ballast water, bilge water, sludge or garbage into the sea. In addition, emissions from ships and oil and fuel pollution caused by the routine operation of ships also play an important role in environmental pollution. In this study, the phenomena resulting from the routine operations of ships and causing environmental pollution were examined using the Analytical Hierarchy Process (AHP) method, which is one of the multi-criteria decision-making methods, and the perceptions of ship operators towards environmental pollution were tried to be determined.

Türk arama kurtarma bölgesinde gerçekleşen gezi/spor/eğlence amaçlı gemi ve yatların karıştığı kazaların analizi

Our country is surrounded by seas on three sides; it is in an attractive position in terms of tourism due to its suitable climate and many history and cultures. Especially the stagnant structure of the Aegean and the Mediterranean allows sea tourism in almost four seasons; it is one of the routes preferred especially by yacht ships. In this respect, a maritime traffic arises due to touring, sports and recreational ships and yachts, and these ships occasionally cause accidents. In the study, marine accidents in the Turkish Search and Rescue Area involving touring, sports and recreational vessels and yachts are statistically analyzed. In this context, frequency distributions are carried out first and the hypotheses are examined by Chi-Square independence analysis.

Elektronik seyir cihazlarının deniz kazalarına etkileri

In recent years, maritime-related organizations and companies have moved to a risk-based approach. To determine the risks, it is necessary to understand comprehensively why accidents occur and how it develops. The most effective measures need to be identified to implement the accident prevention measures successfully. According to the results of scientific studies conducted in the past, 80% of human factors risks were effective in marine accidents. Nowadays, maritime technologies are the most effective method for reducing the risks of human factors. However, the use of electronic navigation devices has not eliminated accidents. In this study, the accident reports for collision and grounding due to the electronic navigation devices' risk was evaluated using Human Factors Analysis and Classification System (HFACS) method. As a result of the study, more than half of the visible (active) causes of accidents have been identified as operating failure factors in electronic navigation equipment. Recommendations to prevent the occurrence of accident factors have been made.

Operation decision using the latest weather forecasting technology - Consideration from marine accident cases -

Operation decision using the latest weather forecasting technology - Consideration from marine accident cases -

Study to Improve the Legal System to Reduce Marine Accidents caused by Marine Plastic Litter

Study to Improve the Legal System to Reduce Marine Accidents caused by Marine Plastic Litter