著者

神鳥 昭

出版者

公益社団法人日本航海学会

雑誌

日本航海学会誌 (ISSN:04666607)

巻号頁・発行日

no.45, pp.115-128, 1971-08-30

被引用文献数

1

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1962年から1969年までの8年間に関門海峡で発生した衝突海難について分析した結果を要約すると次のとおりである。1)関門海峡で発生した全海難は年平均65件で,そのうち衝突および乗揚海難が72%を占めている。種類別海難の趨勢は,衝突海難の場合増加傾向をたどつており,乗揚およびその他の海難の場合横ばい状態である。2)衝突海難の発生地点は部崎沖,早靹瀬戸の門司崎寄り,門司港内,大瀬戸の彦島寄りおよび六連島泊地に集中している。3)各水域の衝突危険度を幹線航路の長さ1浬当りの衝突海難発生率に基づく指数(東部水域を100とする)で評価すると,早靹瀬戸500,中部水域408,大瀬戸150,西部水域116である。4)水域別の衝突海難発生件数の経年的趨勢は西部水域では増加傾向をたどつており,東部水域でも増加傾向がうかがえる。他の水域では横ばい状態である。5)西部水域では3,000トン以上の大型船の衝突発生率が高く,早靹瀬戸および大瀬戸では100〜1,000トンの比較的小型船の衝突発生率が高い。6)衝突事故船の船型は急激に大型化している。7)衝突事故船の船型は71%が1,000トン未満である。しかし趨勢としては1,000トン未満の小型船の衝突海難が,ほぼ横ばい状態であるのに対し,大型船の衝突海難が増加している。8)関門海峡通航船の1隻当りの衝突事故率(p)と総トン数(x)との関係は,次の指数関数で表わされる。p=0.46x^<0.59>×10^<-5>9)衝突海難は夏期に少なく,冬期に多発する傾向がある。10)衝突海難は4〜6,時および16〜18時に最も多く発生している。2時間単位でみた船舶交通量と衝突海難の発生件数との間には,ほとんど相関は認められない。11)夜間は昼間にくらべ衝突海難が多発する傾向があるとはいえない。しかし夜間交通量が昼間にくらべ激減することを考慮すれば,夜間通峡船の衝突事故率は昼間の2.5倍である。12)停泊船との衝突海難は全衝突海難の17%を占め,大部分が門司港内と六連島泊地で発生している。門司港内では昼間,六連島泊地では夜間の事故が多い。13)最近六連島泊地で,停泊船との衝突事故が急増している。

著者

神鳥 昭

出版者

公益社団法人 日本航海学会

雑誌

日本航海学会論文集 (ISSN:03887405)

巻号頁・発行日

vol.48, pp.95-105, 1972

被引用文献数

4

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Frequent collisions occurred yearly in the Kanmon Strait, because of difficulty in navigating due to the frequent traffic passing along the curved fairway in the narrow channel with the strong tidal current. For the qurpose of offering the basis of the marine traffic improvement of this area, the present report first dealt with the phenomenal relation between the tidal current and the frequency of collisions occurred in 1962 to 1969. And for the purpose of proceeding to the analysis, second, the relations between the tidal current and the following three traffic factors observable in the short term traffic surveys were examined: Traffic volume, sailing speed, and the rate of the ship passed along the illegal routes.

著者

神鳥 昭

出版者

公益社団法人日本航海学会

雑誌

日本航海学会誌 (ISSN:04666607)

巻号頁・発行日

no.40, pp.133-142, 1968-12-25

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The marine transportation has recently intensified owing to our country's economic development. The fair-way traffic volume in the Kanmon strait is about 1000 vessels a day and traffic congestion has brought about a great number of sea accidents. It is the problem of marine traffic in the harbour and narrow channel to develop securer and more efficient system of traffic control, and it is necessary for marine traffic improvement to find the actual state of traffic. From this point of view, the reserch on ship's speed under passing was conducted with radar and visual observations from Aug.30 to Sept.3 in 1967 at Oseto in the Kanmon strait. This report described the characteristics of the ship's speed under passing through the Kanmon strait.

著者

神鳥 昭

出版者

公益社団法人 日本航海学会

雑誌

日本航海学会論文集 (ISSN:03887405)

巻号頁・発行日

vol.47, pp.79-91, 1972

被引用文献数

3 4

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The recent abrupt increase in the sea accidents was due to the increasing marine traffic congestion for the purpose of supporting our rapidly developed economic activities. It is of urgent necessity to establish a countermove for the accidents, especially for the collision. The causality, of the accidents is complicated and differs case by case. Respective cases of accidents were examined in detail with much effort and time. But there lacks a consideration in broad aspects. And this report dealt, statistically, with the influence of the meteorological conditions on the frequencies of the collisions occurred in the Kanmon Strait during the period from 1962 to 1969. And the results obtained were summarized as follows: 1. The collision inclined to occur under the wind from SE or from NW, and that of weaker than 1.6m/s (especially, for the ships smaller than 3,000G.T. in the eastern half) or stronger than 10.8m/s (especially, in winter and spring, in the central area, for the ships smaller than 1,000G.T.) 2. More than 70% of the collisions occurred under the good visibility (better than 4km). When the different time length according to the visibility was taken into account, the poorer visibility than 4km inclined to induce the collisions (especially, in winter and spring, in the Hayatomo Seto, the western and the eastern areas, for the ships of the 100 to 1,000G.T. class). 3. The number of collisions per unit time under the poor visibility (poorer than 2km) was about 8 times as large as that under the good visibility (better than 2km). 4. The ships of the 100 to 1,000G.T. class were concerned with about 80% of the the collisions under the poor visibility; and about 55% of the collision under the poor visibility were those by the pair of the ships of this class. 5. The collision rate per ship passed (P_<PV>) under the poor visibility increased in accordance with the size of ship (x in gross tons) keeping the following relation: P_<PV>=0.10x^<0.79>×10^<-4> 6. The size of the ship had a clear relation to the influence of the visibility. Namely, the value of P_<PV> was 2.17x^<0.20> times as high as that under the good visibility.