A Study on the Human-Centered Design Method Aimed at Improving Functions of the Integrated Navigational Information System of Ship

Under the goal of ensuring ship safety, the International Maritime Organization (IMO) has been focused on implementing e-Navigation, modernizing the Global Maritime Distress and Safety System (GMDSS) and advancing ship navigation systems by adopting Information and Communication Technology (ICT) and Internet of Things (IoT). At the same time, even now, users are able to utilize information on own ship, target, Marine Safety Information (MSI) and navigation area in an integrated manner based on chart data thanks to on-board navigation equipment such as RADAR and Electronic Chart Display and Information System (ECDIS). As such, we are observing the sophistication of navigation equipment on the back of automation, integration and digitization. Changes of the on-board environment is expected to contribute to maritime safety due to increased level of work efficiency, ease of acquiring information and timely provision of support from the shore. ECDIS, which is currently used in linkage with various other on-board equipment to provide complex information, has been the subject of several analyses. The system has been found to have problems during use such as occurrence of system errors unexpected when applying new integrated navigation equipment to ship, display of unnecessary information and alarms and lack of user convenience features. With automation, integration and digitization of navigation equipment, information offered to users may become complex and cluttered. Thus, in the process of integrating multiple information, reliability and visual identifiability of information must be guaranteed. Also, to help users leverage the integrated navigational information system in a way that fits their needs according to maritime policies to be implemented, identification of information required by users, definition of relevant services, development of database and setup of communication environment and on-shore facilities need to be carried out. This study is focused on the human-centered design method to improve the integrated navigational information system in order to support the decision-making process of navigation officers during ship operation as well as safe navigation. To this end, information currently used aboard to achieve ship safety was analyzed to identify problems of use and derive methods for improvement. The human-centered design of the integrated navigational information system should be able to provide navigation officers with essential information that is reliable and visually identifiable as well as convenience features that reflect user needs. In this study, information and features required for the integrated navigational information system by existing institutions were identified and problems that arise during use were derived through analyses of incidents and anomalies and user assessment. Also, features improved by reflecting user needs were proposed as alternatives to identified problems to develop the human-centered design. In the end, a display interface that indicates several information of the integrated navigational information system was designed, from which the final system was built to monitor ship operation from the shore based on policies to be implemented in the future. Chapter 1 specifies the definition of integrated navigational information system along with the background, purpose, scope and methodology of study. The integrated navigational information system is a system with equipment and devices that enable communication with the world outside a ship, providing external and internal information required for safe navigation in connection with other navigation equipment and efficiently displaying information processed for the convenience of the user. ECDIS and RADAR currently used aboard are also integrated in the sense that they offer processed information in link with other navigation equipment. Still, while serving their specific purposes of meeting the chart carriage requirement and assisting in collision avoidance, they fail to furnish every information needed for navigation safety. Thus, they need to be improved in order to be recognized as a sufficiently-integrated navigational information system. To qualify as a human-centered integrated navigational information system, the integration of ship information should turn out only essential information required for safe navigation that enables easy passage planning, navigation according to plan and change of plan, rather than random, complex and hard-to-identify information. Chapter 2 introduces an analysis on carriage requirements and performance standard of navigational communication equipment required by the IMO and International Electrotechnical Commission (IEC). It highlights how internal and external information is used aboard through the integrated navigational information system and identifies 39 different types of essential information. Additionally, the chapter details the progress of e-Navigation implementation and GMDSS modernization review and the future direction for developing the integrated navigational information system. Chapter 3 covers the level of impact that integrated navigational information used aboard has on safe navigation. It also provides an analysis on marine casualties and discovered anomalies regarding the use of the integrated navigational information system, revealing problems that arise during system usage. A survey was conducted on users, seafarers that board ships under the International Convention for the Safety of Life at Sea (SOLAS) and to-be seafarers that have completed relevant maritime training and education, to devise the method of human-centered design. The Kano model was applied to the result of the survey to analyze the quality attributes of information provided by the integrated navigational information system. Eight cases of marine casualties related to the use of ECDIS, an integrated navigational information system, that took place between 2007 and 2013 were analyzed. Identified causes included lack of user understanding on ECDIS equipment, incomplete display setting by user, incomplete safety setting by user, use of small-scale chart and omission of updates. They were found to culminate in issues such as inappropriate route planning and limited use or omission of information. Systemic problems with equipment or service were failure of ECDIS to sound alarms and omission of information by the electronic navigational chart itself. Of anomalies of the integrated navigational information system, types of failure to provide necessary information included inability to correctly display symbols for IMO-approved features, incorrect display of foul areas and obstructions, inability to display stranded/dangerous wrecks and obstructions, inability to clearly display small (point) land areas on small-scale charts, incorrect display of colored arcs of light sectors, inability to correctly display time variable data, tidal stream data not available in usable form, inability to display characters and numbers and error in display of foul area. Information displayed, but in an unclear manner included screen clutter and unnecessary alarms and indications. A user survey on navigation and communication equipment that can be used as integrated navigational information system of ships was conducted. The result showed that improvements required for existing systems were provision of essential information, visual identifiability of information and convenience of use. User survey and analysis by Kano model were carried out on the 39 different types of information of the integrated navigational information system identified from the IMO and IEC performance requirements analysis. As a result, information required for collision avoidance had one-dimensional quality attributes. Those related to Automatic Identification System (AIS) target loss alarm, line of position display and software maintenance were found to have the highest level of must-be quality attributes. Information used for purposes other than those original for navigational charts such as setting of safety depth, reading of tracked target information, comparison of route planning and serving as an interface to information from other equipment were discovered to have attractive quality attributes that could raise the level of user satisfaction. Display of information that is not directly related to safe navigation such as RADAR overlay, International Hydrographic Organization (IHO) standard symbols, target metadata, interface with Bridge Navigational Watch Alarm System (BNWAS) and System Electronic Navigation Chart (SENC) were shown to have negative quality attributes. In Chapter 4, two ways of improving the problems of the integrated navigational information system pointed out in Chapter 3 are proposed. First, in order to provide essential information and increase the level of visual identifiability, navigation area should be divided into ocean, coast and in-port, the scale of which are set as 1: 350,000 or below, from 1: 30,000 to 1: 349,999, and 1: 29,999 or above, respectively. Also, if the depth is 100m or deeper for the navigation area of an ocean, the contour interval is suggested to be a minimum 50m. As for coastal navigation areas, the contour interval is proposed to be 1m for the depth between 10m and 25m, and 10m for the depth of between 30m and 100m. The contour interval for the in-port navigation area should be 0.1m for a depth of between 10m and 25m, and 1m for a depth of 10m or shallower. Every piece of information provided under the standard display mode and all other display modes of ECDIS should be in the form of images rather than characters in principle. Additional information in the form of characters and numbers should be displayed when a certain object symbol is selected or through a one-button method by creating new icons. The second proposal is to enable changes in route plans by entering a certain distance from the area that is to be avoided or applying conditions such as altering course, thereby improving convenience for navigation officers. This helps ships reflect MSI including meteorological data and information on search and rescue or maritime drills of the navy received from Enhanced Group Call (EGC) or Navigational Telex (NAVTEX) messages by using the integrated navigational information system, contributing to safe navigation. As part of the study, a display interface to confirm the information of own ship on the integrated navigational information system was designed and installed on HANNARA, a training ship of the Korea Maritime and Ocean University. The system was built to monitor on shore the safe navigation status of ship via LTE and 3G mobile communication network in an actual navigation environment. Tests were run to check data transmission through the currently-used communication network and if the navigation status of ship could be monitored from shore. It was concluded that data transmission was sufficiently stable to monitor the operation status in real time from the shore based on a commonly-used mobile communications network. This study is meaningful in that it takes the view of navigation officers, not equipment, in identifying problems of using the integrated navigational information system through various ways and proposing a human-centered design method as an improvement to achieve safe navigation. Further studies will be required to develop an integrated navigational information system complete enough to realize safe navigation and one that considers current problems as well as policies of e-Navigation implementation and GMDSS modernization. The ultimate goal is designing essential and convenient features centered on users and implementing every improvement that has been proposed to develop a single system capable of monitoring ship operation, the result of which will be sent to shore. In the future, this study could be used as a basic reference for advancing research on automation of autonomous ships.1. 서 론 1 1.1 연구의 배경 및 목적 1 1.2 연구 범위와 수행 방법 4 2. 통합항해정보시스템의 기능 분석 8 2.1 항해장비의 운용요건 8 2.1.1 IMO의 RADAR 운용요건 8 2.1.2 IEC의 RADAR 운용요건 11 2.1.3 IMO의 ECDIS 운용요건 12 2.1.4 IEC의 ECDIS 운용요건 13 2.2 통신장비의 운용요건 14 2.2.1 IMO의 GMDSS 장비 운용요건 15 2.3 통합항해정보시스템의 이용 17 2.4 e-Navigation 이행 정책 21 2.5 GMDSS 현대화 검토 정책 31 2.6 통합항해정보시스템의 변화 36 3. 사용자중심설계를 위한 통합항해정보시스템의 분석과 평가 37 3.1 통합항해정보시스템 사용에 대한 문제점 분석 37 3.1.1 GMDSS 장비의 사용과 문제점 37 3.1.2 ECDIS 장비의 사용과 문제점 42 3.1.2.1 ECDIS 관련 사고사례 분석을 통한 문제점 42 3.1.2.2 ‘ECDIS Good Practice’ 분석을 통한 문제점 47 3.2 통합항해정보시스템에 대한 사용자 평가 63 3.2.1 사용자 평가 1 63 3.2.1.1 설문 방법과 내용 63 3.2.1.2 설문 조사 결과 65 3.2.1.3 설문 결과 분석 75 3.2.2 사용자 평가 2 75 3.2.2.1 설문 방법과 내용 75 3.2.2.2 설문 결과 분석 79 4. 개선된 통합항해정보시스템의 사용자중심설계 방안 89 4.1 통합항해정보시스템의 개선 방안 89 4.1.1 통합항해정보시스템의 사용과 인적요인의 관계 89 4.2 개선된 통합항해정보시스템의 사용자중심설계 방안 98 4.2.1 항해안전을 위한 정보제공 개선방안 99 4.2.2 항해안전을 위한 추가기능 개선방안 118 4.2.3 통합항해정보시스템의 구현 123 5. 결론 131 참고문헌 135Docto

Extraction and Measurement of Living Alone Elderlys Daily Activity Routines for Healthcare using Non-intrusive Sensing

학위논문 (박사)-- 서울대학교 대학원 : 공과대학 건축학과, 2019. 2. 이현수.The growth in the number of single-member households is a critical issue worldwide, especially among the elderly. For those living alone, who may be unaware of their health status or routines that could improve their health, a continuous healthcare monitoring system could provide valuable feedback. Assessing the performance adequacy of activities of daily living (ADL) can serve as a measure of an individual's health statusprevious research has focused on determining a persons daily activities and extracting the most frequently performed behavioral patterns using camera recordings or wearable sensing techniques. However, the existing methods used to detect and extract common patterns of an occupant's activities in the home fail to address the spatio-temporal dimensions of human activities simultaneously and guarantee from privacy concerns. Though it is important to assess the ADL routines of the elderly for early diagnosis of the geriatric disorders, it has rarely investigated to develop methods for assessing the variability of ADL routine, which can present the occupant's health status. This research proposes a model for detecting the ADL and a method to extract the ADL routine from a cumulative spatio-temporal log by using the non-intrusive sensing techniques (i.e., a tomographic motion detection system). Also, a method to quantify and assess the variability of ADL routines is developed, which provides a basis for detecting abrupt of gradual change of an occupant's ADL routines the result from a mental disorder. The findings and extracted routines from the experiment collecting 60 days of spatio-temporal log of the elder subject demonstrate the capacity of the proposed approach to extract the ADL routine and reveal the variability of the ADL routine in terms of quantified the irregularity and the abnormality. This research can offer valuable information for home-automated healthcare applications by enabling the assessment of the variability of ADL routines. In addition, the results of this research show a possibility of extracting and assessing the living alone elderly's ADL routine using coarse-grained data (i.e., the spatio-temporal log) with little infringement of personal privacy. The achievements of this research contribute to a part of the welfare of the elderly living alone by improving their quality of daily life and providing a warning for the high variability of the ADL routines which is recommended seeing a doctor for an early diagnosis of geriatric disorders.동거인 없이 혼자 사는 독거 가구, 특히 고령자 독거 가구의 수가 전 세계적으로 급증하고 있으며 최근 우리나라에서도 고령자 독거 가구의 건강 관리 소홀로 인한 개인∙사회적 문제 발생이 증가하고 있다. 스스로의 건강 상태 또는 일상 생활의 규칙적인 수행 여부를 인지하는 것 만으로도 개인의 건강을 증진시킬 수 있으므로 지속적이고 장기적인 건강 모니터링 시스템은 독거 고령자 가구의 건강 관리 관련 문제들을 해결하는 데 도움을 줄 수 있다. 치매와 같은 노인성 정신기능 질환의 경우 고령자의 일상생활 활동을 분석함으로써 관련 질환의 조기진단 근거로 활용할 수 있다. 일상생활 활동 (ADL)이 적절하게 수행되고 있는지의 여부를 평가하는 것은 개인의 건강 상태를 측정하는 수단으로서 기능할 수 있으며 이를 위해 카메라 촬영 또는 신체 부착형 센서 (wearable sensor)를 활용하는 방식으로 개인의 일상생활 활동 수행 여부를 확인하거나 그 패턴을 추출하는 연구가 시도되어 왔다. 그러나 기존의 연구들에서 도입된 방법들은 수행된 일상 활동의 시∙공간적인 차원을 동시에 고려할 수 없고 일상생활 활동의 적절성 여부를 판단하기 위해 필요한 정보 이상을 수집하게 됨으로써 사생활 침해의 우려가 발생한다. 이를 보완하기 위해 본 연구는 고령자 건강 상태와 유관한 최소한의 정보인 개인 일상생활 활동의 패턴을 양적으로 측정하고 그 변동 추이를 추적하여 일상생활 활동의 적절성을 판단하는 접근 방식을 제안하고 그 가능성을 확인한다. 기존 센싱의 직접적 (Intrusive) 방식 대신 간접적 방식 (Non-intrusive) 방식인 단층촬영 움직임 감지 센서 (Tomographic motion detection system)를 활용하여 재실자의 시∙공간 로그를 수집하고 이로부터 수행된 일상생활 활동을 감지하는 모델을 제안한다. 또한 일별로 수행된 일상생활 활동의 공통 패턴을 추출하고 장기적인 관점에서의 패턴 변화를 양적으로 측정하는 방법을 제시한다. 혼자 사는 고령자의 60일 간의 시∙공간 로그를 본 연구의 사례로서 수집하고 제안한 방법을 적용하여 일상생활 활동의 감지 및 패턴 추출, 불규칙 정도와 이상 정도를 나타내는 패턴의 양적 변화량을 도출하며 결과 분석을 통해 제안한 방법의 적용 가능성을 보여준다. 간접적 센싱을 통해 재실자의 일상생활 활동 데이터를 수집하고 패턴의 추출 및 변동성 평가가 자동적으로 가능하도록 함으로써 스마트 홈 기반 재실자 건강 관리 기술의 개발∙활용에 기여할 수 있다. 또한 동일한 목적을 위한 기존의 방법과 달리 재실자의 시∙공간 로그와 같은 행동 중심이 아닌 데이터만으로도 행동 패턴 정보를 도출하는 것이 가능함을 보여준다. 그 과정에서 스마트 홈 기반 건강 관리 기술의 도입을 위한 1인 재실자 맞춤 주거공간 및 설비 계획에의 활용 방안을 제시하였다. 본 연구의 결과는 혼자 사는 고령자의 일상 생활의 질을 향상시키고 노인성 기능 질환의 조기 진단을 위한 피드백 제공을 통해 고령화 사회의 노인 복지로 확장될 수 있을 것으로 기대된다.Chapter 1 Introduction 1 1.1 Research Background 1 1.2 Problem Description 3 1.3 Research Objectives and Scope 5 1.4 Dissertation Outline 7 Chapter 2 Preliminary Research 11 2.1 Activities of Daily Living (ADL) for Elderly Healthcare 11 2.1.1 Definitions of ADL 11 2.1.2 Importance of Tracking and Analyzing the Adequacy of ADL 13 2.1.3 Previous Methods for Extracting ADL Routines 19 2.1.4 Need for Assessing ADL Routine Variability 20 2.2 Necessity of using Non-intrusive Sensing for Monitoring Home Activity 23 2.2.1 Collecting the ADL-relevant Information using Sensing Techniques 23 2.2.2 Existing Intrusive Sensing Techniques 25 2.2.3 Need for Non-intrusive Sensing Approach 27 2.2.4 Spatio-temporal Log from Motion Detecting System 28 2.3 Human Activity Contxtualization using Occupants Spatio-temporal Log 30 2.3.1 Relations of Spatio-temporal Log and ADL Routines 30 2.3.2 Activity Information from Spatio-temporal Log 34 2.4 Relevant Methodology 37 2.4.1 Multiple Sequence Alignment for Human Activity Analysis 37 2.4.2 Existing Metrics to Quantify and Assess Human Activity 44 2.5 Summary 52 Chapter 3 Daily Activity Detection using Non-intrusive Sensing 55 3.1 Daily Activity Contextualization Process Design 55 3.1.1 Developing Conceptual Model Framework 55 3.1.2 Extracting Activities from Contextualization Process 58 3.2 Test Experiment 61 3.2.1 Experiment Outline 61 3.2.2 Detecting Daily Activities using Contextualization Process 64 3.2.3 Findings and Implications 72 3.3 Summary 75 Chapter 4 Extracting Daily Activity Routines using Multiple Sequence Alignment 77 4.1 Overview of the Data Collection 77 4.2 Data Cleansing for Applying Sequence Alignment 80 4.3 Data Analysis 82 4.3.1 Alignment with Equivalent Time Frame 83 4.3.2 Alignment with Contextual Time Frame 83 4.3.3 Identifying Consensus Sequence from Two Alignment Results 84 4.3.4 Validation of MSA from Comparing with Existing Methods 85 4.4 Extracted ADL Routines 87 4.4.1 Routine Information of Long-Regular Activities 87 4.4.2 Routine Information of Short-Random Activities 91 4.4.3 Extracted ADL Routines from Integrated Consensus Sequences 93 4.4.4 Validating of the Results from MSA 96 4.5 Summary 99 Chapter 5 Quantifying and Assessing the Variability of Extracted ADL Routines 101 5.1 Activity Quantification with Sequential Information 102 5.2 ADL Variability Analysis 103 5.2.1 ADL Clusters of Each Space 103 5.2.2 Assessing ADL Irregularity Trends 120 5.2.3 Assessing ADL Abnormality Trends 122 5.2.4 Validating Assessed ADL Variability 125 5.3 Summary 129 Chapter 6 Discussion 131 6.1 Expected Applications 132 6.1.1 Design of Residential Space for Living Alone Occupant 132 6.1.2 Providing ADL Routine Information 134 6.2 Summary 137 Chapter 7 Conclusions 139 7.1 Research Results 139 7.2 Research Contributions 142 7.3 Limitations and Future Research 144 References 147 Appendices 159 Abstract (Korean) 171Docto

데카르트의 형이상학적 자연학

학위논문(석사)--서울대학교 대학원 :철학과 서양철학 전공,2001.Maste

팔레스트리나 폴리코랄 작품 연구

학위논문(석사)--서울대학교 대학원 :음악학과 이론전공,2000.Maste

Decartes` metaphysical Physics in Le Monde

데카르트의 자연학은 수학과 기하학의 원리들만을 적용한"(AT Ⅷ-l, 78) 기계론적 자연학이다. 기하학적인 공간은 길이, 넓이, 깊이에서 무제한적으로 연장되어 있으며, 무제한적으로 분활가능하다. 데카르트는 이 기하학적인 공간을 실재 세계의 공간과 일치시켜려고 했으며, 이 실재 세계가 연장된 물질로 가득차 있다고 생각했다. 물질을 연장과 동일시한 결과 진공은 있을 수 없다. 그리고 선이나 표면으로 사물의 형태를 구별하는 기하학적인 공간처럼, 사물에서 형태의 차이 이외에 다른 차이를 인정하지 않았다. 또한 그러한 세계에서의 물체의 운동을 설명하기 위해서 역학적인 운동 법칙을 고안해 내었다. 그러나 데카르트의 자연학은 형이상학을 요구한다. 그 이유는 수학이나 기하학의 확실성은 우리 정신의 명증한 인식에만 기인하며, 우리에게 대상의 현존을 확신시켜주는 것은 그 안에 없기"( AT Ⅵ, 36) 때문이다. 따라서 수학과 기하학의 원리를 자연 현상에 적용한 데카르트의 자연학은 자신의 진리성을 내부에서는 담보해낼 수 없다. 이러한 데카르트 자연학의 기계론적 측면은 자신의 진리성을 담보해줄 형이상학을 필연적으로 요청한다

A Study on Handels English Oratorios - focused on the Relationship of Dramatic development and the Tonality

학위논문 (박사)-- 서울대학교 대학원 : 협동과정 음악학(서양음악학전공), 2011.2. 민은기.Docto

Phenolic compounds and antioxidant activities of black raspberry liqueurs and wines made with different processes

학위논문(석사) --서울대학교 대학원 :식품영양학과, 2009.2.Maste

초고층 건설에서의 학습곡선효과 상쇄요인에 관한 연구

학위논문 (석사)-- 서울대학교 대학원 : 건축학과, 2014. 2. 박문서.Focusing on repetitive works of construction, many research have been conducted about the application of the learning curve effect. However, it is still controversial, especially on the high-rise project, since the productivity improvement from the learning curve effects are hard to prove. In the previous research, the applicability of the learning curve was mainly derived from the labor productivity data. Although the research were based on the real data, they merely concentrated on the simple conclusion that the labor productivity had improved or not, instead of the process interpretation. Therefore, the purpose of this research is to analyze the influence factors of the learning curve effect in high-rise project and elucidate the offset factors of the effect. Based on these factors, a model for estimating the labor productivity containing the concept of process learning is suggested. The suggested model is based on the offset factors which are derived from the previous literature1) the repetition or change of each work section, 2) the workers transit time. The learning curve from the previous theory would be modified with two steps according to the above two factors to estimate the labor productivity. Case study is conducted to verify the models validity and it would prove the validity of the offset factors. Through our research, traditional learning curve theory could be compensated and re-established with having more appropriateness for high-rise projects. Also, it would be helpful for work planning phase, if the manager wants to consider the learning effect of the labor. The research can be a solution of the question why the learning curve effect is not manifested enough in high-rise projects although high-rise projects have enough conditions for the learning curve effect.Contents Chapter 1 Introduction 1 1.1 Research Background 1 1.2 Research Scope and Process 3 Chapter 2 Preliminary Study 6 2.1 Learning Curve Effect in Construction 7 2.2 Offset Factors of the Learning Curve Effect in High-rise Projects 13 2.3 Summary 19 Chapter 3 Labor Productivity Model reflecting Learning Curve Effect 20 3.1 Analysis of Labor Productivity Data 21 3.2 Model Outline 29 3.3 The 1st Modification Process 31 3.4 The 2nd Modification Process 34 3.5 Summary 37 Chapter 4 Case Study 38 4.1 Modification Process of Labor Productivity 41 4.2 Application Results.. 47 4.3 Summary.. 49 Chapter 5 Conclusion 50 5.1 Result and Discussion 50 5.2 Contribution 52 5.3 Further Study 53 Appendices 54 Reference 59 Abstract (Korean) 63Maste

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학위논문(석사)--서울대학교 대학원 :치의학과 소아치과학전공,2000.Maste

인공 신경망을 이용한 차선 곡률 검출에 대한 연구

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