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Article type: Cover
2006 Volume 115 Pages
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Article type: Appendix
2006 Volume 115 Pages
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Article type: Appendix
2006 Volume 115 Pages
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Article type: Index
2006 Volume 115 Pages
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Article type: Index
2006 Volume 115 Pages
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Yuji OCHIAI, Tadatsugi OKAZAKI, Kohei OHTSU
Article type: Article
2006 Volume 115 Pages
1-10
Published: September 25, 2006
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It is important to predict other ship's position, speed and direction for own ship from a point of view of collision avoidance on the sea. Nowadays, RADAR or ARPA System is generally used to predict these factors of other ships. However, the predictions have been estimated mainly based on a simple linear prediction technique. In this paper, authors propose a new method to predict more precisely the ship's behavior based on the observed data through RADAR or ARPA using an Extended Kalman Filter technique.
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Masaaki INAISHI, Hayato KONDO, Masaki KONDO, Akira KAWAGUCHI
Article type: Article
2006 Volume 115 Pages
11-16
Published: September 25, 2006
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This paper presents a simulation study of the characteristics of the northbound traffic in Tokyo Bay using ship agents. A ship agent has four functions, i.e., sensor, decision-making, memory and effecter functions. The decision-making function performs circumstantial judgments and makes course and speed adjustments utilizing a ship cluster behavior model. We simulated the navigation characteristics of ship agent clusters in Tokyo Bay by manipulating the initial interval size among ships that formed a ship cluster. We found that when ship clusters enter the Uraga Suido Traffic Route from different directions, the initial interval size has little impact on the successful entry into the passage. Regardless of the interval size, the width of the new cluster was always smaller than the passage width. However, the simulation revealed that when the initial interval is small, ship agents sometimes deviate from the traffic route after entering. We also found that the initial interval size changed the point of heaviest congestion. When the interval is small, the congestion point emerged further south of the traffic route, but the point moved up north as the interval size was increased. No collision, congestion, or passage deviation was observed when the interval size was sufficiently large. However, the traffic (vessels/hour) under this "safe" condition in the simulation was smaller than the actual traffic volume. We conclude that the cluster condition before entering the passage has a large impact on the later navigation characteristics in the passage.
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Qiao LIU, Tadatsugi OKAZAKI, Egil PEDERSEN, JUNJI FUKUTO
Article type: Article
2006 Volume 115 Pages
17-24
Published: September 25, 2006
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Collision avoidance is a crucial operative task in marine navigation. The process of information gathering, analyzing, decision-making and execution of evasive maneuver(s) in complex situations is tiresome and can be potentially error-prone. Pedersen et al have proposed a new kind of collision avoidance support interface display in which cone-shaped collision region CDS (collision danger sector) to target ships are visualized to help navigators to perceive collision-related information directly and take evasive actions well in advance of a developing situation. This display, referred to as CDS display, has been further developed and implemented on a ship-handling simulator in National Maritime Research Institute. Experimental studies were carried out to investigate the potential of this display. The experimental results showed that CDS display has the potential to improve navigators' collision avoidance performance and track-keeping performance. In addition, this display has the potential to enhance navigators' situation awareness and lessen their mental workload. Further study with many more participants is needed to provide the necessary statistical power to prove these benefits of this display.
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Oscar PORRAS ROJAS, Hayama IMAZU, Takahiko FUJISAKA
Article type: Article
2006 Volume 115 Pages
25-30
Published: September 25, 2006
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In order to determinate the causes involved in the occurrence of the maritime casualties happened in the Pacific side of the Central American Region (CAR) between 1980 and 2004, the authors compiled necessary information about the maritime and port organization components from each of the CAR countries. In addition, maritime regulations associated with each country's maritime organization were analyzed. Furthermore, the maritime conventions issued by the International Maritime Organization (IMO) and the International Labour Organization (ILO), which have been ratified by the CAR, were analyzed. Based on the information obtained and within the existent legal frame, the CAR port and maritime components were analyzed. In order to establish a comparison parameter for the CAR maritime organization grade, the compiled information was compared against the information obtained from the Japanese maritime authorities. The objective of this research is to analyze the maritime components applied by the CAR in the prevention of maritime casualties and to determinate the possible relationship between the high fatality rate and the CAR maritime organization. Based on the comparison of the compiled information, authors determined the CAR maritime organization level and the difference that exists among the Maritime Organizations. The results of this study provides general understanding of the causes of maritime casualties in the CAR and basis for support in improving safety navigation system and measures so that the number of fatalities and maritime casualties may be reduced in the future.
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Daichi HARA, Kinzo Inoue, Young-Soo PARK, Minako SAKURAI
Article type: Article
2006 Volume 115 Pages
31-38
Published: September 25, 2006
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A vessel is often adrift to leeward side by wind pressure when she navigates in low speed such as an approaching berth. For the mariners, it is important to know the wind effect to secure the safety of the ship handling. In this research, we carried out simulation case studies, and estimated ship motion by the wind pressure. And we examined about the supporting information in approaching maneuver under wind effect, which mariners should know, based on the calculated ship motion using the simulation.
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Kenji MASUDA, Kinzo INOUE, Hideo USUI, Kouhei HIRONO, Wataru SERA
Article type: Article
2006 Volume 115 Pages
39-43
Published: September 25, 2006
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In recent years, the huge bridge has been built in the congested straits or channel. The Marine Traffic Safety Law set up the Traffic Route in the narrow channel. The Traffic Route fixed a marine traffic. The bridge pier is necessary for huge bridge. And that was built in strait or channel. But the bridge pier has been arranged out of the Traffic Route. As for the construction plan of a future bridge, a place without a route. In this research, we attend to difficulty of ship handling and what kind of influence arrangement of a bridge pier gives difficulty of ship handling quantitatively. And we evaluated it for a design of navigation space of a ship and examined using by Routing Model and ES model.
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Hiroaki SETA, Osamu SUZUKI, Koichi KAMADA, Hiroshi AMANO
Article type: Article
2006 Volume 115 Pages
45-50
Published: September 25, 2006
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As AIS receiver can acquire ship-moving information on land, it is expected as a new device of a marine traffic investigation. This paper describes the system that does the safety evaluation in real time in the marine traffic continuously receiving ship-moving information by the AIS receiver, and using Environmental Stress model (ES model), which can evaluate ship-handling difficulty. The data of AIS, which was set on the roof of our College (height 20m), was received and acquired by the Toba National College of Maritime Techonology. We also designed and tested the automatic real-time analysis system using AIS and GPS receiver. And the system analyzes the ES model. The result of marine traffic observation for eight months in the Ise Bay had shown that there were ship-handling situation that exceeded the capacity of mariners, and a lot of those situations were appeared at IRAGO channel. When two cargo ships collided at the IRAGO misaki offing, we found that ES value higher than 750 was observed about seven minutes before the collision. And, it was shown that the developed system is useful for the safety management of the marine traffic.
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Haibo XIA, Shigeaki SHIOTANI, Eiichi KOBAYASHI, Nobukazu WAKABAYASHI
Article type: Article
2006 Volume 115 Pages
51-57
Published: September 25, 2006
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Ship weather routing system for transoceanic vessels has been studied for many years to achieve an economic and safe navigation. However, little is known about that for coastal sailing vessels. The purpose of this research is to develop a weather routing system for small vessels. We call it numerical navigation system. This paper mainly discusses one of its important functions: the ability for a vessel to sailing on the planned route as precisely as possible. First, the outline of the numerical navigation system is introduced, and then a navigation simulation based on MMG mathematical model is revealed. Finally, on-board experiments are conducted and compared with the navigation simulation. The results confirm that the estimation accuracy of ship's course for the weather routing system is satisfactory.
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Tatsuto YAMADA, Sinji MIZUI, Naoto SATOU, Yasuo TAKENAKA
Article type: Article
2006 Volume 115 Pages
59-65
Published: September 25, 2006
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When a vessel proceeds toward an overhead power line (or cable), its radar receives the radar reflected waves from the overhead power line and the echo appears on the radarscope as a single echo from a small boat always at right angles to the line of the cable. Generally it is known well that this echo appears on the radarscope. However the sufficient comparative evaluation is not carried out about the characteristics of the radar reflected signal from the overhead power line and the small boat. In this paper we examine the characteristics of radar signal intensity and angular size of both echoes by the comparison of the theoretical analysis and the actual observation results which was executed at Kurushima Kaikyou. The results clearly identifies as follows: 1. The echoes of small boats are more likely to appear on the radarscope, at a distance of 300m or less from the overhead power line, than the echoes of the power line. 2. The echoes of the overhead power line are more likely to appear on the radarscope, at a distance of 900m or more from the overhead power line, than the echoes of small boats. 3. The angular size of echoes suits closely the antenna reception pattern which is given as a function of azimuth angle and threshold level.
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Masatoshi SHIMPO, Keiichi ISHIDA, Masato HIRASAWA, Masaki OSHIMA
Article type: Article
2006 Volume 115 Pages
67-74
Published: September 25, 2006
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This paper proposes a method for bearings measurement of ships that detected using navigational image sequence. This proposal method can measure bearings of ships by three data. There are the arrangement between a camera and a hull, the course of own ship, and coordinates of ships detected from the image. We evaluated the effectiveness of the present method by applying it to images taken at Tokyo Bay. In this experiment, on board the ship, we obtained approximately 6-h running video images. These included approximately 2-h of running images that captured other ships crossing in front of monitor's own ship. The result by the proposal technique was compared with the result of measuring in the visual observation by navigator. In 159 measurements, the difference was within 1-degree on 92% of comparison result. The integration of navigation equipment as typified by ECDIS and the image processing system presented in this paper would improve navigation information systems.
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Junya ISHIWATA, Takahiko FUJISAKA, Hayama IMAZU
Article type: Article
2006 Volume 115 Pages
75-81
Published: September 25, 2006
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We have proposed a method to estimate the shape of a ship by means of the integration of radar images obtained by the observation from some directions. In making this method fit for practical use, the observation by multi-radar set on a land or a ship is needed. In this case, the estimation can be affected by errors included in the obtained images. And they are errors in the range direction and the cross range direction of each radar. Therefore, estimating the shape of a ship by integrating the images should be carried out after applying an adjustment of them. In this study, an adjustment method for correcting the errors is proposed. And the accuracy of the estimation of a shape is cleared by an experiment. As results of the experiment, the accuracy of about 2 degrees in direction, about 14 meters in length and about 9 meters in beam was obtained.
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Masaaki WADA, Katsumori HATANAKA, Masami SHIZUKUISHI
Article type: Article
2006 Volume 115 Pages
83-89
Published: September 25, 2006
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The instrumentation for the measurement of seafloor topography with the data of fishing echo sounder and GPS accrued by the sensor network technology has been presented in this study. In our previous paper, details of the present system and the accuracy of it have been discussed and the authors have shown the potential of the present system for practical use. In this paper, the data analysis of experimental results of about 680,000 data obtained by a real fishing operation is discussed. The experiment for practical use by the present system has been carried out for about a year using a fishing vessel. The records of a fishing echo sounder and GPS have been stored in a database and used to draw a bathymetric chart of experimental site. However, many suspicious parts of water depth can be seen in the bathymetric chart because the data of double reflection were included in the chart. In order to increase the reliability of the bathymetric chart obtained by the present system, the authors examined the data analysis for removing suspicious data due to the double reflection from the bathymetric chart. The retouched bathymetric chart after utilizing the data analysis are compared with the "Basic chart of the sea" represented by the Japan Coast Guard and 90% of all difference between the two of them were less than 5m.
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Masato SUZUKI, Kohei OHTSU, Yasuhiko URA
Article type: Article
2006 Volume 115 Pages
91-97
Published: September 25, 2006
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Authors designed and developed a new-type of satellite tracking antenna for Maritime Broad Band Communication and a Luneburg Lens Antenna applied in this study because this lens antenna has distinctive functions to communicate with multiple satellites simultaneously. For the sake of tracking a target satellite accurately on board, authors used a gimbals-type of stable platform on which a Luneburg Lens Antenna was installed. Stochastic autoregressive models supported to predict ship's rolling, pitching and yawing behaviors in the stabilizing mechanism. In this paper, the authors describe the principle of this new type of ship's antenna system and evaluate the results of the actual experiments on board.
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Toshihiko MATSUO, Kenichiro NAGAIWA
Article type: Article
2006 Volume 115 Pages
99-105
Published: September 25, 2006
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Modal Shift is very important policy to achieve the Kyoto protocol's targets in Japan. Therefore, a lot of researchers have shown the thesis about modal shift, though they have analyzed the ferry and container ship. However, the ferry and container ship are fewer than the general coastal ship called non-unit-load ship for modal shift. In this paper, the authors studied on the mode/route choice model of the non-unit-load ship for modal shift. Firstly, the authors will show a mode/route choice model with logit model. Secondly, we will investigate the factor of mode/route choice. Finally, we will describe the effective policy for the modal shift and the reduction of CO2 emission via modal shift from roadway to marine transportation.
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Etsuko NISHIMURA, Akio IMAI, Sen LUAN
Article type: Article
2006 Volume 115 Pages
107-114
Published: September 25, 2006
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Containerships become larger in order to satisfy the economics of scale. It is only a matter of time before over 10,000 TEU ships make an appearance. For controlling the larger containerships effectively, the number of those calling ports decreases, and transportation system from those ports to destination ports depends on feeder transport. When those ships are absent, other ships should also use the berths where larger containerships can use exclusively. Therefore, this terminal should be used as the multi-user terminal. From existing studies concerning with the multi-user terminal, there are most of studies for berthing schedule. However, there is not an accurate grasp study of the actual condition among the multi-user container terminal, and it is very useful for existing studies as mentioned above that we collect the information of calling ships in some ports. Therefore we discuss the actual utilization of the multi-user terminals. From the results, it is clear that some shipping companies use the specific terminals or berths in the multi-user terminals.
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Ken-ichi SHIMIZU, Hisaaki TAKAYAMA, Masaji GODA, Nobuhiro YAMAWAKI
Article type: Article
2006 Volume 115 Pages
115-121
Published: September 25, 2006
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In the former paper, we reported the development of a measuring system which quantitatively compared the skills of veteran scullers in working a "Ro-scull" with those of inexperienced ones. Consequently, we found that a veteran sculler worked a Ro-scull with an almost constant force and period, and it became evident that the propulsion efficiency of veteran sculler had been reached to around 20% of the total resistance corresponding to the boat's speed. However, the results of above tests were not useful to find out how the driving power could be generated by working single Ro-scull and what forces were acting to the scull lock fulcrum: Therefore, we experimentally produced a three-component force sensor in order to study the mechanism of driving power and to approach the skill of veteran sculler by measuring the three-component force acting to the scull lock. We corrected the output of the produced three-component force sensor and decided that it fitted for use. The following knowledge was acquired by a test using a three-component force sensor. (1) In the result of the test of working a Ro-scull by four scullers including two veterans, the veterans had the large output force in horizontal of left and right direction compared to the force pressing down the scull lock. (2) When the scull lock was moved from the original position, the output waveform had the tendency to show partiality to one side compared to that in the case of original position.
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Rogerio NEVES, Tsugukiyo HIRAYAMA
Article type: Article
2006 Volume 115 Pages
123-132
Published: September 25, 2006
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Defining control systems for previously human performed tasks requires experienced operators working together with engineers and/or programmers, who apply their particular expertise to solve the specific control problem. Yet, this procedure generates human-oriented solutions, causing the defined controller to simulate human conducted control, rather than generate optimized, machine-oriented signals specific for the electromechanical system. Furthermore, many control systems may involve a huge number of inter-dependent variables, incompatible with the familiar four-dimension coordinate visualization, rendering the system incomprehensible for human abstraction and therefore unsuitable for conventional treatment. We present here an alternative, machine-oriented and autonomous control system training model, based on natural evolution, Multi-Agent Systems and Distributed Computing, which is able to profit on modern computer architectures and deal with Evolutionary Search issues in a reduced timeframe. Here we describe the method in practice, as we apply it to solve the "Ro" control problem, a simple one-oar robotic rowing system that allow us to compare the autonomous discovered method to the traditional, human conducted rowing method.
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Hitoi TAMARU, Hideo YABUKI, Tran Viet HUNG, Ruri SHOJI
Article type: Article
2006 Volume 115 Pages
133-140
Published: September 25, 2006
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Ship owners/builders provide domestic cargo ship seafarers with little maneuverability data necessary for handling a ship in port. Thus, ship handlers maneuver the ship based on their ship handling experiences referring to the limited maneuvering data obtained at the sea trial and/or from their predecessors. The number of seafarers employed by the domestic shipping companies continues to decline and this leads to fewer opportunities of onboard OJT (On the Job Training) to master the advanced ship handling techniques such as docking. Therefore, the development of a practical maneuvering booklet for docking is desired. From this point of view, the authors conducted a simulation study to investigate the effect of wind on the stopping maneuver and accelerating turn for docking. Based on the results of the study, a method is proposed to estimate the critical range of the stopping maneuver and accelerating turn under windy condition. This paper summarizes the simulation study and proposes a practical maneuvering booklet for small domestic cargo ships.
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Shuji HISAMUNE, Shinpei FUJIE, Kazuki NODA, Nobuo KIMURA
Article type: Article
2006 Volume 115 Pages
141-146
Published: September 25, 2006
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It is very important to improve the working condition of a ship by the direct involvement of crew to raise the efficiency of work and to prevent the work accidents. ILO (International Labour Organization) adopted ILO guidelines on Occupational Safety and Health management systems (ILO-OSH 2001), which aim at providing a practical instrument for policy and work place to improve safety and health at work. WISE (Work Improvements Small Enterprises) training method which is a participatory action oriented training tool has been developed by the support of ILO, and proposes a model guideline to implement the action-oriented, systematic approach to improving safety on board. With the collaboration of crews of Taisei Maru of Institute for Sea Training, we conducted the two-day WISE training. Such steps of the activities are as follows; 1. A lecture of outline of the group participatory risk improvement activities, 2. Look around the working and living place on the whole ship with action checklist exercise, 3. Group discussion to propose practical improvements, learning the successful examples, 4. Evaluation of effectiveness of these tools.
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Serdar KUM, Masao FURUSHO, Ozcan ARSLAN
Article type: Article
2006 Volume 115 Pages
147-152
Published: September 25, 2006
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This study clarifies the results of eye movement (view points) of navigators by utilizing the Istanbul Technical University Maritime Faculty (ITUMF) Ship Handling Simulator (SHS). The main objective is to define view points of navigator on the bridge and is based upon their sea experience and educational level. Finally, to evaluate view points, fixation durations and changes in view points. A measurement device "Eye Mark Recorder, EMR-8" is used for recording the eye movements of subjects. The subjects are classified, according to their onboard experience level, into three groups. The same scenario, passing Istanbul Strait, was given to each subject on SHS. The general field was divided into three parts; "inside", "outside" and "others". The inside field has three components; instruments, indicator and engine telegraph. On the other hand, the outside field has three components; sea condition, navigational aids and target ships. "Others" means that all meaningless images and saccade of eye movements. Their view points and fixation durations are recorded by EMR-8 instrument, and then the data was analysed by using "Frame by Frame" method Results were obtained and also compared with differences among these groups. Group l's fixation duration on the meaningless places and also "others" is so much longer than other groups. They have little experience in using the inside equipment. There was a remarkably big difference of fixation duration between the inside and outside field. Group 2 has a tendency to behave as the professionals in the general field. But their interest to inside field is higher than third group's. Group 3 paid proper attention to all the navigational information, not only nautical instruments, but also target ships and navigational aids. Finally, the effect of sea experience and training level on navigator is evaluated by utilizing the eye movements while carrying out simulator experience.
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Yasuto SUMIYA, Shigeru OZEKI, Masayuki SHIRAKAWA
Article type: Article
2006 Volume 115 Pages
153-162
Published: September 25, 2006
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ACAS, Airborne Collision Avoidance System, is known as a system to reduce the risk of midair collisions between aircraft. TCAS, Traffic Alert and Collision Avoidance System, units had been installed in commercial aircraft as the ACAS products since 1990 in Japan. TCAS is equipped with almost aircraft of the main airline in Japan now. The collision avoidance logic for ACAS has been upgraded to version 7 to suppress the unnecessary RA and so on in recent years. ACAS provides the RA, Resolution Advisory, based on the ACAS algorithm when aircraft approaches others aircraft within certain preventive space volume. When RA is generated, the RA report is reported by the pilot to know the situation at the time of RA occurrence. However, it is difficult to analyze the trend of RA reports for the transition periods of ACAS algorithm because of the small number of RA reports. This paper describes the result of applying the principal component analysis to the RA reports.
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Kentaro KONDO, Akio YASUDA
Article type: Article
2006 Volume 115 Pages
163-168
Published: September 25, 2006
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This study investigates the dependence of the theoretical success rate of the fast and reliable integer ambiguity resolution in GPS/GNSS double/triple-frequency carrier-phase relative positioning on its baseline length. It estimates the success rate under the condition using up to 14 navigation satellites (i.e., seven GPS and seven Galileo ones). Single-differentiated ionospheric delay is regarded as an error under the conditions of nonvanishing baseline length with regard to the reference and rover receivers. The calculation results show that such many visible satellites remarkably improve the success rate compared with that under the condition using only seven visible GPS satellites. The use of triple-frequency measurements improves the success rate only under the condition of less than 7km baseline length.
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Chiharu MORIWAKI, Mitsuru HAYASHI, Hiroshi ISHIDA
Article type: Article
2006 Volume 115 Pages
169-176
Published: September 25, 2006
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Many maritime casualties occur in sea areas around Japan every year, and the loss of the human life and economy and the damage to the natural environment are so huge. In this report their relating weather and sea states are focused on and the quantitative characteristics of casualties in each sea area are examined based on the data for 20 years from 1980 to 1999 constructed from the judgment records of Japan Marine Accidents Inquiry Agency from 1980 to 2002. The sea around Japan is divided into 10 sea areas according to the characteristics of casualties and the geography. In the coastal sea around Hokkaido Island, the northern and central coastal seas of the North Pacific Ocean and Seto Inland Sea, many casualties were caused by poor and restricted visibility by fog. In the northern coastal sea of the Sea of Japan, many casualties were caused by strong wind, and in the southern coastal sea, many casualties were done by the high wave. In Seto Inland Sea and the western coastal sea of Kyushu Island, the percentage of casualties by ocean and tidal currents was higher than the other areas. In the northern and central coastal seas of the Pacific Ocean and Seto Inland sea, the percentages of casualties by cargo and tanker ships were high. In the southern coastal sea of the Sea of Japan, the percentage of the casualties by pleasure boats were higher than the other areas.
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Mitsuru HAYASHI, Masayoshi KUBO, Eiichi KOBAYASHI, Kenji ISHIDA
Article type: Article
2006 Volume 115 Pages
177-182
Published: September 25, 2006
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The Tonankai and Nankai earthquake is said to occur 80-90% of the probability in 50 years. Height of tsunami by the earthquake is predicted more than 1.5m in the Port of Osaka. If many ships evacuate at once, they will be in panic in Osaka Bay. Here the Hazard Chart of Tsunami in Osaka bay is proposed for vessel evacuation in safety. Mutual vessels' distances and distance to shore line are estimated around 2,000m. According to statistical data about 110 vessels exist in Osaka Bay a day, the surface area of Osaka Bay has enough to evacuate all of those vessels. Some ban areas and the emergency tracks are designed in the Hazard Evacuation Chart for the dangerous cargo and the large commercial ships, and the Chart is designed for the general cargo ships and the small boats, respectively.
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Tsutomu FUJII, Teruo OHSAWA, Hiroshi ISHIDA
Article type: Article
2006 Volume 115 Pages
183-189
Published: September 25, 2006
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This paper describes the results of the meteorological analysis when the maritime casualty of the sailing T/S Kaiwo Maru occurred on October 20, 2004. She anchored in the left semicircle of typhoon, in which winds were expected to be lower than in the right semicircle. From the Japan Meteorological Agency analysis data, it is found that Typhoon 0423 changed to the extratropical cyclone at the time of the accident and had stronger winds in the left semicircle than in the right semicircle. It is moreover found that the gale with higher wind speed than 30m/s in the left semicircle was caused by the advection of cold air mass from the north, which intensified the pressure gradient and also deformed the atmospheric pressure pattern in the cold air mass region in the changing process to the extratropical cyclone. This is the primary factor to cause such strong winds. As the secondary factor, winds were also strengthened by about 1 to 2m/s in the casualty area due to the effects of geographical features in Toyama Bay.
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Article type: Appendix
2006 Volume 115 Pages
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Article type: Appendix
2006 Volume 115 Pages
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Article type: Appendix
2006 Volume 115 Pages
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Article type: Appendix
2006 Volume 115 Pages
A1-A4
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Article type: Cover
2006 Volume 115 Pages
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