전 세계 선박 통행량의 증가에 따른 선박 충돌 사고의 증가는 큰 경제적, 환경적, 물리적 및 인간적 손해를 가져왔다. 선박 사 고의 원인은 선원의 판단 오류나 부주의, 항로의 복잡성, 기상 조건, 선박의 기술적 결함 등 다양한 요인이 겹쳐 작용하여 사고를 유발하 기 때문에 문장의 깊은 의미와 문맥 정보를 고려할 수 있는 방법론이 필요하다. 따라서, 본 연구는 부산해심 지역에서의 최근 20년 동안 의 선박 충돌사고 데이터를 포함하고 있는 해양안전심판 재결서를 SentenceBERT 모델을 활용해 분석하였다. 분석 결과 사고의 주요 원인 이 될 수 있는 키워드가 도출되었으며, 특정 키워드 출현 빈도를 바탕으로 군집 분석을 시행하고 시각화하였다. 추후 사고의 원인을 미리 파악함으로써, 이를 통해 선박 충돌 사고의 예방 및 사고 대응 전략 개발의 기초 자료로써 활용하고자 한다.

We analyzed work safety risk factors, which are likely to occur during fishing in gillnet fishing vessels using the written verdict of the Korea Maritime Safety Tribunal from 2016 to 2020, and considered work safety management. Of the total of 37 fatal accidents, three cases in the East Sea, six cases in the South Sea, and 28 cases in the West Sea were very frequent. The accident rate per vessel by sea area (%) was 0.08% in East Sea, 0.12% in South Sea, and 0.40% in the West Sea. Based on the East Sea, the number of fatal accidents was 1.6 times higher in the South Sea and 5.4 times higher in the West Sea. Six cases (16.2%) occurred during departure and preparation for fishing in the fishing process, and all other 31 cases (83.8%) occurred during fishing operation. In the order of accident types, 21 cases (56.8%) of being struck by object, eight cases (21.6%) of contact with machinery and six cases (16.2%) of falls from height were found to be fatal accidents in gillnet fishery. Human factors, such as fishers’ carelessness and negligent safety management by captain accounted for 27 cases (73.0%) of the main cause, and 35 cases (94.6%) of the secondary cause. In addition to human factors such as fisher’s carelessness and negligent safety management by captain, mechanical factors, environmental factors and management factors must be improved together to reduce human casualties. These results are expected to be utilized as basic data for reducing safety accidents during the work of fishers.

The adjudication of Korean Maritime Safety Tribunal (KMST) was analyzed to collect basic data to identify the cause of the risk that did not appear in the current data provided by the fishermen’s occupational accidents of the National Federation of Fisheries Cooperative (NFFC) in stow net fishing vessel from 2015 to 2019. The personnel’s carelessness was the most common in 29 out of 33 accidents (87.9%), followed by 25 cases (75.8%) of inadequacy of instructions, 24 cases (72.7%) of inadequacy of education on hazard factor, 20 cases (60.6%) of no personal protection equipment, 18 cases (54.5%) of poor guard, 17 cases (51.5%) of inadequacy of work method, 16 cases (48.5%) of absence of emergency stop button, 14 cases (42.4%) of work practice of poor safety precautions that affected more than 40% of all accidents as accident causes. These causes had a strong influence on each other, and the ratio of accident causes is high. With this relationship, accidents can be prevented or the severity of human injury can be reduced if types of accident process can be estimated with a scenario, and the key points before the accident in the scenario are switched to safe points.

2014년 2월 여객선의 타두재 상단 너트가 풀려 타가 작동하지 않은 사고가 발생하였다. 많은 여객과 화물의 이동을 목적으로 하는 여객선의 조타 장치 사고로 인한 인명사고는 통계에 의하면 2010~2016년 0명이지만 조타장치의 고장으로 선박의 요건인 이동성을 갖추지 못한다면 물살이 거센 해역이나 출입항 선박이 많은 협수로에서는 선박의 조종에 대한 제약으로 인명사고의 비율이 높은 전복 사고나 충돌 사고로 발전할 수 있다. “선박안전법” 및 관련 고시인 “강선의구조기준”에는 타판과 타심재의 체결에 관련된 내용은 기준화 되어 있으나 타 빠짐의 원인이 되는 상부 타두재와 너트의 체결에 대해서는 별도의 법령이 없다. 사고 이후 한국선급은 강선규칙 5편 제7장에 결합방법에 대해 개정을 하였다. 목포항과 주변 섬을 운항하는 여객선 12척에 대한 현장조사 결과 대부분 C형타 2개가 설치된 구조였으며, 체결방법으로는 9척이 용접에 의한 체결 방법을 적용하고 있었고 선박 자체적으로 예방 점검을 위해 체결 개소에 접근하기 어려운 구조로 되어 있었다. 1년에 한 번씩 타를 들어 올리거나 빼내야 하는 여객선의 특성을 고려하여 동종 사고를 방지할 수 있는 방안에 대해서 NAS 3350 시험을 통해 검토하였다.

The analysis of the written verdicts in recent five years was conducted to obtain preventive measures of collision between fishing vessel and non fishing vessel. As a result, a collision much happened in offshore trap for fishing vessel and below 5,000 tons of small and medium class for non fishing vessel. A person involved in a marine accident occupied 68% in sixth class deck officer and small boat operator for fishing vessel and 29% in third class deck officer for non fishing vessel. 90% of the collision happened in a underway by operating state and 84% in sight of one another by visibility state. The systemic radar training was required since 47% of the collisions was occurred on the condition of radar operation in fishing vessel. The main cause of poor lookout was a intensive fishing and poor lookout on movement by radar for fishing vessel and one man watch system and no recognition of one another by radar for non fishing vessel. This result is expected to contribute for the decrease of collision.