E-Navigation 서비스 제공을 위한 통신망 아키텍처의 설계

정중식(Jung-Sik Jeong),김선영(Sun-Young Kim) 한국항해항만학회 2008 한국항해항만학회지 Vol.32 No.1

최근 IMO의 항해안전전문위원회(NAV) 통신작업반을 중심으로 E-Navigation(E-Nav) 전략개발에 관한 연구가 진행되고 있다. E-Nav 전략개발을 위한 통신망 아키텍처의 설계는 선교시스템의 표준 및 미래 항해 및 해양통신 장비에 관한 국가 R&D 프로젝트 방향을 결정하는 중요한 부분이다. 본 연구는 E-Nav 이용자 요구분석을 통하여 항해안전을 향상시키고 해상운송의 부가적인 이익을 가져다 줄 수 있는 E-Nav 서비스를 도출하고 통신망 기준모델을 설계하는데 목적을 두고 있다. 본 연구에서는 E-Nav 서비스를 크게 안전 및 보안, 해양기상, 조난, 비즈니스, 인포테인먼트(infotainment)의 5가지 분야로 나누고, 각 분야 별로 요구되는 E-Nav 서비스를 도출하였다. 그 결과로서 도출된 E-Nav 서비스 지원을 위한 통신망 아키텍처를 제안하였다. The research on an E-Navigation(E-Nav) strategy development has recently carried out by the IMO sub-committee on safety of navigation(NAV). The design of communication system architecture is a key factor in the E-Nav strategy development and it may drive the direction of a national R&D project on future navigational and marine communication systems. This study aims at designing a standard model of E-Nav communication network architecture, which enhances navigational safety and provides additional benefits in marine transportation. To achieve this purpose, authors have suggested E-Nav services, which are divided into five categories, i.e., safety and security, maritime meteorology, distress, business, and infotainment, by analyzing the related user requirements. As results, this paper proposes the E-Nav communication network architecture that consists of the navigation and communication equipments.

Are Navigation Systems Accurate Enough to Predict the Correction Angle During High Tibial Osteotomy? : Comparison of Navigation Systems With 3-Dimensional Computed Tomography and Standing Radiographs

Kyung, Bong Soo,Kim, Jae Gyoon,Jang, Ki-Mo,Chang, Minho,Moon, Young-Wan,Ahn, Jin Hwan,Wang, Joon Ho SAGE Publications 2013 AMERICAN JOURNAL OF SPORTS MEDICINE - Vol.41 No.10

<P><B>Background:</B></P><P>Unpredicted overcorrection of the mechanical axis can occur during navigation-assisted high tibial osteotomy (HTO). It is not clear whether the erroneous overcorrection stems from the navigation system itself or from other causes.</P><P><B>Purpose:</B></P><P>To evaluate the accuracy of the navigation system in HTO by comparing the change in the femorotibial angle provided by the navigation system with the bony correction angle of the proximal tibia on 3-dimensional computed tomography (3D CT) and with the change in mechanical femorotibial alignment on standing whole-leg radiographs.</P><P><B>Study Design:</B></P><P>Cohort study (diagnosis); Level of evidence, 2.</P><P><B>Methods:</B></P><P>A total of 16 knees underwent navigation-assisted HTO, and their alignment data were obtained before and after correction. For comparison, preoperative and follow-up standing whole-leg anteroposterior radiographs, lateral knee radiographs, and preoperative and postoperative 3D CT scans were taken. The medial proximal tibial angle (MPTA), posterior tibial slope, and mechanical femorotibial angle (mFTA) were measured in these images, and the 3 coronal and 3 sagittal correction angles were compared with each other.</P><P><B>Results:</B></P><P>In the coronal plane, the mean correction angle of the navigation system was 9.3° ± 2.0° valgus (range, 6°-13°), and the mean MPTA on 3D CT increased 9.7° ± 2.0° (range, 6.7°-13.8°) after correction. The mean correction angle of the mFTA on standing radiographs was 11.9° ± 3.2° valgus (range, 6.9°-16.5°). There was no statistical significance between the navigation system and 3D CT (<I>P</I> = .187), but there was a statistically significant difference between the navigation system and standing radiographs (<I>P</I> = .001). The results of the correction angle in the sagittal plane were similar to those in the coronal plane.</P><P><B>Conclusion:</B></P><P>The correction of the femorotibial angle by the navigation system was not different from the bony correction angle on 3D CT. There was a discrepancy between the correction angle of the navigation system and that of the standing radiograph.</P><P><B>Clinical Significance:</B></P><P>Surgeons must be cautious about the tension of soft tissue, even when using the navigation system during HTO.</P>

소비자의 인터넷 쇼핑몰 사이트 항해형태(Navigation Pattern)의 유형화(Typology)에 관한 연구

한상만 ( Han Sang Man ),박승배 ( Park Seung Bae ),홍재원 ( Hong Jae Won ) 한국소비자학회 2003 소비자학연구 Vol.14 No.3

Navigation patterns such as width of navigation and depth of navigation differ depending on the purpose of visit. Navigation pattern has a close relationship with purchasing behaviors of website visitors. Many researchers have shown that different shopping strategy of consumers results in different navigation patterns in the shopping mall. Thus, it is very important to investigate the relationship between consumer`s purchase behaviors and navigation patterns. In this research, we study the typology of navigation pattern using online panel data. The typology of navigation pattern was developed using such variables as stickiness of navigation, width of navigation, depth of navigation, purchase relativeness of navigation. We found that navigation pattern can be divided into four categories product purchase related, simple visit, interaction, and information seeking navigation pattern. We also found that width of navigation pattern along with stickiness of navigation and depth of navigation are highly related with purchase behaviors.

Conceptual Design of Navigation Safety Module for S2 Service Operation of the Korean e-Navigation System

Yun-Ja Yoo,Tae-Goun Kim,Chae-Uk Song,Shouhu Hu,Serng-Bae Moon 한국항해항만학회 2017 한국항해항만학회지 Vol.41 No.5

IMO introduced e-Navigation concept to improve the efficiency of ship operation, port operation, and ship navigation technology. IMO proposed sixteen MSPs (Maritime Service Portfolio) applicable to the ships and onshore in case of e-Navigation implementation. In order to meet the demands of the international society, the system implementation work for the Korean e-Navigation has been specified. The Korean e-Navigation system has five service categories: the S2 service category, which is a ship anomaly monitoring service, is a service that classifies emergency levels according to the degree of abnormal condition when a ship has an abnormality in ship operation, and provides guidance for emergency situations. The navigation safety module is a sub-module of the S2 service that determines the emergency level in case of navigation equipment malfunctioning, engine or steering gear failure during navigation. It provides emergency response guidance based on emergency level to the abnormal ship. If an abnormal condition occurs during the ship operation, first, the ship shall determine the emergency level, according to the degree of abnormality of the ship. Second, an emergency response guidance is generated based on the determined emergency level, and the guidance is transmitted to the ship, which helps the navigators prevent accidents and not to spread. In this study, the operational concept for the implementation of the Korean e-Navigation system is designed and the concept is focused on the navigation safety module of S2 service.

Conceptual Design of Navigation Safety Module for S2 Service Operation of the Korean e-Navigation System

Yoo, Yun-Ja,Kim, Tae-Goun,Song, Chae-Uk,Hu, Shouhu,Moon, Serng-Bae Korean Institute of Navigation and Port Research 2017 한국항해항만학회지 Vol.41 No.5

IMO introduced e-Navigation concept to improve the efficiency of ship operation, port operation, and ship navigation technology. IMO proposed sixteen MSPs (Maritime Service Portfolio) applicable to the ships and onshore in case of e-Navigation implementation. In order to meet the demands of the international society, the system implementation work for the Korean e-Navigation has been specified. The Korean e-Navigation system has five service categories: the S2 service category, which is a ship anomaly monitoring service, is a service that classifies emergency levels according to the degree of abnormal condition when a ship has an abnormality in ship operation, and provides guidance for emergency situations. The navigation safety module is a sub-module of the S2 service that determines the emergency level in case of navigation equipment malfunctioning, engine or steering gear failure during navigation. It provides emergency response guidance based on emergency level to the abnormal ship. If an abnormal condition occurs during the ship operation, first, the ship shall determine the emergency level, according to the degree of abnormality of the ship. Second, an emergency response guidance is generated based on the determined emergency level, and the guidance is transmitted to the ship, which helps the navigators prevent accidents and not to spread. In this study, the operational concept for the implementation of the Korean e-Navigation system is designed and the concept is focused on the navigation safety module of S2 service.

북극해의 항해의 자유: 문제와 쟁점

배규성 ( Bae Kyu Sung ) 배재대학교 한국-시베리아센터 2023 한국시베리아연구 Vol.27 No.2

‘항해의 자유(freedom of navigation)’는 그로티우스에 의해 시작되었고, 두 차례의 세계대전과 세 차례에 걸친 UN의 해양법 회의를 거쳤다. 오늘날 북극해에서의 ‘항해의 자유’ 문제는 유엔 해양법 협약(UNCLOS)의 존중 및 그 해석과 관련된 국제법적 분쟁의 주제가 되었다. 쟁점은 북서항로와 북방항로의 법적 지위뿐만 아니라 영해 기선을 그리는 방법, 해협을 통과하는 레짐, 제234조(결빙지역)의 해석과 배타적 경제수역 내 항해의 자유(freedom of navigation) 제한에 관한 것이다. 북극권 국가들 중 주로 캐나다, 그리고 좀 덜한 정도로 러시아가 ‘항해의 자유’와 일치하지 않는 것으로 인정될 수 있는 법률을 채택했다. 북극해에서 ‘항해의 자유’ 원칙을 확고히 옹호하는 국가는 미국이다. 다른 북극권 국가인 덴마크, 핀란드, 아이슬란드, 노르웨이 및 스웨덴의 관행과 입장은 유엔 해양법 협약(UNCLOS), 선박으로부터의 오염 방지 국제협약(MARPOL) 및 해상 인명 안전 국제협약(SOLAS)의 조항을 따른다. 북극해 항해 문제에 대한 모든 북극권 국가와 전체 국제 사회의 입장을 통합하는 중요한 단계는 강제적인 폴라 코드(Polar Code)를 채택하는 것이었다. 북극해에서의 항해의 발전 전망과 관련하여 중요한 점은 선박의 항해로 인한 북극 환경의 손상 가능성이 항해의 발전을 중단시킬 수 없다는 것이다. 북극해를 통과하는 해로는 유럽과 아시아 사이의 거리를 크게 단축시키고, 수에즈 운하 또는 파나마 운하를 통한 운송에 비해 항해 시간이 짧아지고, 연료가 절약되고, 온실가스 배출량이 적은 경제적 이점이 명백하다. 또한 아시아 국가, 특히 중국뿐만 아니라 한국, 일본, 인도의 입장에서 북극해 항로의 이용은 경제적, 전략적 지정학적 이유로 중요해졌다는 점이다. 결과적으로 북극해에서 항해의 자유 원칙을 유지하는 것은 북극권 국가들의 문제일 뿐만 아니라 국제 사회 전체의 주요 글로벌 문제가 되었다. 이런 상황에서 북극해에서의 항해의 자유를 유지하고 보장하는 것에 대한 특히 미국과 같은 해양 강국들의 주장과 압력이 증가할 것이며, 항해의 자유를 제한하고자 하는 특히 캐나다와 러시아의 정책과 행동은 점점 더 강력해질 수 있어, 북극해 항로에서의 항해의 자유 쟁점은 논쟁과 갈등의 대상이 될 것이라고 예측할 수 있다. ‘Freedom of navigation’ was initiated by Hugo Grotius, and went through two World Wars and three UN Conferences on the Law of the Sea. Today, the issue of ‘freedom of navigation’ in the Arctic Ocean has become the subject of international legal disputes concerning the respect and interpretation of the United Nations Convention on the Law of the Sea (UNCLOS). The issues are related to the legal status of the Northwest Passage and the Northern Sea Route, as well as how to draw the territorial sea baseline, the regime to pass through the strait, the interpretation of Article 234 (ice-covered area), and restrictions on freedom of navigation within the exclusive economic zone. Among the Arctic countries, mainly Canada, and to a lesser extent Russia, have adopted laws that could be recognized as inconsistent with “freedom of navigation”. The United States is a firm advocate for the principle of “freedom of navigation” in the Arctic Ocean. The practices and positions of the other Arctic countries, Denmark, Finland, Iceland, Norway and Sweden, follow the provisions of the United Nations Convention on the Law of the Sea (UNCLOS), the International Convention on the Prevention of Pollution from Ships (MARPOL) and the International Convention on the Safety of Life at Sea (SOLAS). An important step unifying the positions of all Arctic countries and the entire international community on the issue of Arctic navigation was the adoption of a compulsory Polar Code. An important point with respect to the prospects for the development of navigation in the Arctic Ocean is that the potential damage to the Arctic environment caused by the navigation of ships cannot stop the development of navigation. A sea route through the Arctic Ocean significantly shortens the distance between Europe and Asia, and the economic advantages of shorter voyage times, fuel savings and lower greenhouse gas emissions are obvious compared to transportation via the Suez or Panama Canal. In addition, from the perspective of Asian countries, especially China, as well as Korea, Japan, and India, the use of the Arctic Sea route has become important for economic and strategic and geopolitical reasons. As a result, maintaining the principle of freedom of navigation in the Arctic Ocean has become a major global problem not only for Arctic countries but also for the international community as a whole. In this context, there will be increasing assertions and pressures from maritime powers, especially the United States, to maintain and ensure freedom of navigation in the Arctic Ocean, and policies and actions, particularly from Canada and Russia, to restrict freedom of navigation will become increasingly strong. Therefore, it can be predicted that the issue of freedom of navigation in the Arctic Ocean will be the subject of intense debate and conflict.

Design Analysis of Precision Navigation System

Seongkyun Jeong,Taehee Kim,Jae-Eun Lee,Sanguk Lee,Jiyun Lee 제어로봇시스템학회 2012 제어로봇시스템학회 국제학술대회 논문집 Vol.2012 No.10

As GNSS(Global Navigation Satellite System) is becoming more common all over the world, the satellite navigation system is used in many fields such as positioning, navigation, timing, land survey, and so on. The satellite navigation covers all around world and can be used in everywhere if the satellite signal could be received. But the performance of positioning has the limitation due to the way of satellite navigation. The satellite navigation system has the error elements which are ionospheric delay, tropospheric delay, orbit ephemeris error, and other errors in calculation of positioning. These error elements degrade the positioning accuracy and the reliability of satellite navigation system. If these problems which make the usage of satellite navigation system be limited are resolved, the usage will be extended more than present. ETRI(Electronics and Telecommunications Research Institute) is developing precision navigation system for sub-centimeter positioning. This system is for providing precision navigation service and securing the application technology in satellite navigation system. This technology has important point in future navigation market and application. In this paper, we introduce the precision navigation system and design process. The navigation algorithm to be applied in the system is analyzed.

Autonomous Unmanned Merchant Vessel and its Contribution towards the e-Navigation Implementation: The MUNIN Perspective

Hans-Christoph BURMEISTER,Wilko BRUHN,Ørnulf Jan RØDSETH,Thomas PORATHE 국제이네비해양경제학회 2014 International Journal of e-Navigation and Maritime Vol.1 No.1

While IMO’s e-Navigation project’s scope is to enhance safety of navigation by improved shipto- shore-cooperation, the EU’s FP7 project MUNIN’s aim is to develop a concept for an autonomous dry bulk carrier, that is at least as safe as a manned vessel. As e-Navigation has a strong focus on improving the human element in shipping and MUNIN tends towards an unmanned bridge, a common baseline might look quite contradictory at first, but they share the need to ensure and enhance the safety of navigation. After an introduction into e-Navigation and the MUNIN project, this paper will demonstrate with two examples, how MUNIN’s results address identified e-Navigation’s gaps and addresses e-Navigation’s user needs. Thus, MUNIN contributes to the development and implementation of the prioritized e-Navigation solutions.

협수로에서의 특별항법의 적용범위에 관한 연구 -해양안전심판원의 재결에 대한 해석을 중심으로-

임석원 한국해사법학회 2023 해사법연구 Vol.35 No.2

Korean maritime safety tribunal showed that passenger ship captain have to be responsible for collision, a license stop of 2 months which is suspended for 6 months including a working education of 21 hours on a ship collision accident between a passenger ship and a fishing boat. This decision was due to two reasons, one is the accident seaway was not a narrow waterway and the other is a violation of both practice of seamen and the duty of vigilance. This study is the interpretation study on the application scope of special navigation at the narrow seaway in terms of above Korean maritime safety tribunal decision. The study conclusions are as follows: First, the accident seaway is narrow waterway. This assertion could be made from the 4 facts, width of movable waterway (from 0.5 mile to 0.6 mile), too short waterway compared to passenger ship length’s 16x, no special thing of marine weather condition at accident waterway, supreme court cases and maritime safety tribunal cases. Also, this assertion could come here from legal stability and the need for consistent interpretation for predictability. Second, application navigation and causation of accident waterway are as follows: Application navigation of accident waterway must be special navigation at narrow waterway firstly. In terms of the special navigation, fishing boat violated both right navigation duty and obligation of non-obstruction of navigation. In the process of this violations, fishing boat did not do anything to avoid a ship collision (e. g, change of course or the sound of siren) as small boat. Crossing navigation violation of passenger ship was in the process of left changing state to stop. Therefore, the violation of crossing navigation might not be because there was not crossing intention over fishing boat. Next, crossing navigation and practice of seamen might be applicable secondly, but these principles don’t apply to this case due to no special circumstances. Lastly, causation judgment must be made after a prior causation judgment. And the last causation judgment have to be legal causation decision. In relation with above accident case, final causation judgment are as follows: First: violation of right navigation duty at narrow waterway without alert on the part of a fishing boat (100%) → Second: breach of obligation of non-obstruction of navigation as small ship, a ship less than 20 meters length on the part of a fishing boat (100%) → Third: violation of crossing prohibition obligation at narrow waterway on the part of a passenger ship (60%). Finally, I think that the judgment of Korean maritime safety tribunal has a few problems. 중앙해양안전심판원은 제2018-022호 (2018. 12. 27 재결)의 카페리 여객선과 어선의 충돌사건에서 사고발생 수역을 협수로로 보지 않고서, 카페리 여객선 측의 선원의 상무의무와 경계의무 위반을 이유로 하여 카페리 여객선의 선장에 대하여 해기사 업무를 2개월 정지하고, 6개월간 징계의 집행을 유예하였으며, 21시간의 직무교육을 명하였다. 상대선박인 어선의 선장에게는 시정만을 권고하였다. 본 연구는 이러한 중해심의 재결의 태도에 대하여 평석을 위주로 하여 재해석을 하면서 협수로에서의 특별항법 적용범위에 관하여 연구하였다. 그 연구결과는 다음과 같다. 우선 해당수역은 협수로이다. 이는 해당 수역의 가항수역의 폭이 0.5-0.6마일이라는 점, 여객선의 길이의 16배에 가항수역의 폭이 미치지 못하는 점, 사고 당시의 해당수역의 해양기상조건의 특이성은 발견되지 않는 점, 법원의 판례와 기존 해심의 재결의 태도 등을 종합해 보았을 경우에 협수로로 판단하는 것이 맞다. 법적 안정성과 예견가능성을 위한 일관된 해석의 필요성이 요청되는 해석의 결과이다. 다음으로 해당수역에서의 적용항법과 인과관계에 대하여 연구한 결과는 다음과 같다. 우선 해당수역은 협수로이므로 협수로에서의 특별항법이 최우선으로 적용된다. 따라서 어선측은 가장 중요한 우측통항의무와 통항불방해의무를 위반하였다. 이러한 의무위반과정에서 소형선박으로서 상대선박을 발견하여 침로를 변경하거나 기적이나 사이렌소리를 울리는 등의 충돌회피동작을 전혀 하지 않았다. 카페리여객선 측의 횡단금지의무위반은 정침하기 위하여 좌현변침 중인 상황이었기 때문에 상대 선박인 어선을 횡단해서 항해하려는 고의는 확인되지 않는다. 이 점 때문에 확실하게 횡단금지의무를 위반하였다고 판단하기는 힘들다. 다음으로 일반항법인 횡단항법과 선원의 상무는 보충적으로 적용될 수는 있지만 본 재결사례에서는 적용되지 않는다. 양 선박이 모두 특별항법인 협수로에서의 항법을 위반하였다는 등의 특수한 정황이 발견되지 않기 때문이다. 마지막으로 인과관계 판단은 선행적 인과관계 판단을 거친 이후에 최종적인 법률상의 인과관계 판단을 하게 된다. 이러한 최종적인 인과관계판단의 결과는 다음과 같다. 1순위 : 협수로 내에서의 어선 측의 경계의무 등을 행하지 않고 항해한 일방적인 우측통항의무원칙 위반 (100%) → 2순위 : 협수로 내에서의 항해 중인 일반동력선인 어선 측의 길이 20미터 미만선박으로서 타 선박 통항방해 금지의무 위반 (100%) → 3순위 : 협수로 내에서의 여객선 측의 횡단금지의무 위반 (60%). 결론적으로, 중해심의 재결태도에는 문제가 있다고 보여 진다.

‘좁은 수로’에서 선박충돌사고 발생 시 항법적용에 관한 연구

임석원 한국해양경찰학회 2021 한국해양경찰학회보 Vol.11 No.3

본 연구는 좁은 수로에서의 선박충돌사고 발생 시에 적용되는 항법에 관하여 연 구한 논문이다. 본 연구에서는 좁은 수로에서의 선박충돌사고가 발생한 경우에 적용 되는 항법에 대하여 좁은 수로에서의 항행 중인 선박 상호 간에 적용되는 항법과 역 시 좁은 수로에서의 정박선과 항해선의 충돌사고 발생 시에 적용되는 항법에 관하여 해석론을 전개하였다. 먼저 좁은 수로의 해석과 관련하여서는 1차적으로 해도상의 부표로서의 표시여부 와 정부나 항만 당국의 고시나 선언에 의하여 좁은 수로여부를 해석하고 판단하여야 한다. 이를 위해서는 해도표시의 강제가 법적 안정성과 법규상의 예견가능성을 담보 하기 위하여 요구된다. 그러나 모든 좁은 수로를 해도상이나 항만 당국의 고시나 선 언에 의하여 표시하는 것은 현실적으로 불가능하고 외국선박간의 충돌사고나 외국선 박과 우리나라 선박사이의 충돌사고 발생 시에는 국제규칙과 해당선박의 선장의 지 식과 경험 및 기후와 해상교통량, 선박의 크기 등을 종합적으로 판단하여 좁은 수로 여부를 해석하여야 한다. 다음으로 좁은 수로에서의 항행 중인 선박 상호간의 적용항법과 관련하여서는 해 사안전법 제67조와 국제규칙 제9조라는 특별항법이 강행법규에 마련되어 있으므로 최우선으로 적용된다. 즉 일반항법의 적용은 배제된다. 다만 충돌 순간의 여러 가지요소와 선원의 상무를 고려하여 특별항법에 규정이 없는 경우는 일반항법이 보충적 으로 적용될 수 있다. 특히 양 선박이 모두 우측통항의 원칙을 위반하면서 좁은 수 로를 횡단한 경우와 양 선박이 역시 모두 소형선인 경우에는 횡단항법이 적용되고, 일반항법의 적용과 관련하여 등화와 형상물을 게시한 조종제한선과 조종불능선에 대 해서는 선원의 상무에 의하여 될 수 있으면 피하는 것이 맞다. 또한 검토사항으로서 길이20미터 미만 선박(소형선)이나 범선간의 충돌도 좁은 수로 등에서의 특별항법을 최우선으로 적용한다. 다만 적용특별항법 규정이 없으면 보충적으로 일반항법인 선박사이의 책무규정에 따라서 범선이 소형선에 대하여 진로 우선권을 가지고, 조종제한선이나 조종불능선인 소형선은 범선에 대하여 진로우선권 을 가진다. 이는 어로작업 중인 어선도 동일하다. 한편 좁은 수로에서의 추월의 경우에는 역시 좁은 수로에서의 특별항법이 최우선 적으로 적용되는 것을 전제로 하여 피추월선이 추월에 동의한 경우에는 일반항법상 의 추월선의 의무규정을 따라야 한다. 마지막으로 좁은 수로내에서의 정박선과 항해선의 충돌시에는 정박은 금지된다는 좁은 수로 등에서의 특별항법위반을 전제로 한다. 이러한 전제하에서 등화와 형상물 을 게시한 조종불능선과 조종제한선은 항로의 밖에서 벗어나서 항해에 지장이 없는 동력선인 경우에 한하여 항법상의 우선권을 인정받을 수 있다. 선원의 상무 적용에 의한 결과이다. 그리고 인과관계를 판단하여 특별항법위반과 충돌사고와의 인과관계가 없으면 해 기사의 징계책임은 부과하지 말아야 한다. 항법위반판단과 인과관계여부에 의한 법 률상의 책임판단은 분리되어야 하기 때문이다. 과실비율 산정시에 인과관계를 고려 함은 물론이다. 좁은 수로 내 에서의 정박선과 항행선의 충돌 시 좁은 수로 등 에서 의 특별항법들 사이의 우선적용 순서는 선회가능한 가항수역 여부, 통항방해여부 등 을 기준으로 하여 선원의 상무에 의한 조리에 의하여 판단하여야 한다. 31) This study showed interpretation of navigation application in the event of a ship collision on a narrow waterway, which divided into navigation applied between vessels to each other moving and navigation applied between moving vessel and stopping vessel. First, with regard to the interpretation of narrow waterway, it means such a waterway that the vessel cannot freely pass or turn with sufficient angles. The standard of interpretation firstly shall be interpreted and determined according to whether it is marked as a sign on the surface of the sea and whether it is a narrow waterway through notification or declaration by the government or port authority. For this purpose, the compulsion of the sea map marking is required to ensure legal stability and the predictability of laws. However, it is practically impossible to mark all narrow waterways by government or port authority notice or declaration. Therefore, in the case of a collision between foreign ships or a collision between a foreign ship and a Korean ship, decision of narrow waterway be comprehensively made by the COLREGs, the captain's knowledge and experience, climate, sea traffic volume, and the size of the ship, and so on. Next, with the application navigation of vessels to each other moving on narrow waterways, because special navigation, Article 67 of the Maritime Safety Act and Article 9 of COLREGs, are provided in the enforcement regulations this rules are applied first. In other words, the application of general navigation is excluded. However, the general navigation may be applied in supplementation if there is no special navigation of narrow waterway. in consideration of various factors at the moment of collision and the practice of seamen. In particular, if both vessels cross a narrow waterway violating the principle of right pass and both vessels are also small vessels, the crossing navigation can be applied. Also, the control limits and disability vessels with lights and shapes can have a little priority by the practice of seamen. Also, as a matter of consideration, special navigation on narrow waterways should be applied as a priority for small ships (less than 20 meters in length) or wind sailing vessels. However, if there is no applicable special navigation, according to general navigation between ships the wind sailing vessels shall have the priority right to small ships and small vessels that are control limits and disability vessels have the priority right to wind sailing vessels. This is the same for fishing boats which is working. In the case of overtaking on narrow waterway, on the premise that special navigation on narrow waterway is first applied, if the overtaken vessel agrees to overtake, the mandatory general navigations of the overtaking vessels should be applied. Finally, it is firstly applied that anchoring is prohibited on narrow waterway of special navigation laws in case of collision between moving vessel and stopping vessel in a narrow waterway. Under such a premise, the control limits and disability vessels with shapes and lights may have navigation priority only if they collide general vessel which deviate from the outside of the route and do not have problem with navigation. This is the result of the application of the practice of seamen. In addition, if there is no causation with between the violation of the special navigation and the collision, the disciplinary responsibility of the seamen should not be imposed. This is because navigation violations and legal liability judgments by causation must be separated. Of course, causation are considered when calculating the portion of negligence. The order of preferential application between special navigations in case of collision between moving vessel and stopping vessel in a narrow waterway shall be determined by the practice of seamen based on possibility of circling on narrow waterway, possibility of pass obstruction, etc.