JP2018073074A - Vessel collision risk reduction method, vessel collision risk reduction system, plan route information provision center, and vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a collision risk by generating a plan route for reducing occurrence of facing-each-other between vessels while keeping profitability in route selection.SOLUTION: Latest track information of multiple other vessels, to which the influence of an ocean stream in a passage sea area of a specific vessel is added, is obtained and stored, so as to generate plan route information for enabling a specific vessel to perform efficient navigation with less encounter with other vessels on the basis of the track information. Route selection of a specific vessel 12 is supported by providing the generated plan route information to the specific vessel.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship collision risk reduction method, a ship collision risk reduction system, a planned route information provision center, and a ship.

  Conventionally, various ship handling support services have been proposed. For example, in Patent Document 1, the position information of a small vessel is sent to a land-based general management device, and a supervisor of the monitoring monitor of the general management device gives an optimal instruction to the vessel while watching a screen on which safety management information is superimposed and displayed. give.

  In Patent Document 2, a voyage planning support system is disclosed. In this system, when selecting a route from port A to port B, a route that is safe and less affected by waves and that can save fuel in the main engine is selected based on the dangerous sea area information and wave estimation data.

  Patent Document 3 discloses a safe navigation support system for a construction vessel. In this system, the location information is obtained from the construction vessel, and the AIS information is obtained from the target vessel where the construction vessel is expected to meet, and the construction vessel manager sets each route individually. Based on the cross-channel reference information, the presence / absence of encounter between the construction vessel and the target vessel is determined, and information is provided to the construction vessel.

  Patent Document 4 discloses a ship collision prevention navigation support device. This device analyzes the current and future status of each ship based on the position / velocity relationship between the other ship and own ship and the motion characteristics of the other ship. Or give warning instructions for missing vessels.

  In patent document 5, the optimal route calculation system of a ship is disclosed. In this system, some or all of the vessels navigating the target sea area of the channel are grouped into a data providing ship group, and the actual measurement data of weather, sea conditions, and ocean currents measured by the ship included in this ship group are targeted. In addition to sea area forecast data, the optimal route is calculated taking into account the economics such as fuel efficiency reduction.

JP-A-5-233999 JP 2005-162117 A Japanese Patent No. 5078186 Japanese Patent Laid-Open No. 7-129872 JP 2014-13145 A

  By the way, in general, in selecting a route, an economical viewpoint for suppressing fuel consumption and shortening a voyage time is regarded as important. As a result of selecting a route for each ship based on the same viewpoint, the route selected by each ship is the same. As a result, ship traffic is congested and the risk of collision increases. Therefore, the present invention has an object to reduce a collision risk by generating a planned route that reduces the occurrence of a matching relationship between ships while maintaining economy in selecting a route.

  The collision risk reduction method corresponding to claim 1 obtains and accumulates the wake information of a plurality of other recent ships that take into account the influence of ocean currents in the passage area of a specific ship, and identifies based on the wake information. By generating planned route information that allows efficient navigation with less encounters with other vessels of the ship, and providing the planned route information to the specific vessel to support route selection of the specific vessel , To reduce the risk of collision.

  Here, it is preferable that the track information is the latest track group data obtained by the ship automatic identification device.

  Further, a voyage zone in which the wake is concentrated is obtained from the wake group data, and a minimum distance is set in a range in which a matching relationship with a ship in the voyage zone does not occur in a lateral direction with respect to a traveling direction of the wake zone in which the wake is concentrated. It is preferable that the planned route information is generated by setting the planned route at the shifted position.

  In addition, it is preferable to set the planned route so that the right side of the route zone where the wake is concentrated.

  Further, it is preferable that a navigation lane for each ship speed is set in the route zone where the track becomes narrow and concentrated, and the navigation lane for each ship speed is set as the planned route according to the ship speed of the specific ship. .

  In addition, when generating the planned route information, it is preferable to generate the planned route information by reflecting geographical information.

  Further, a ship collision risk reduction system corresponding to claim 7 includes a wake information acquisition means for acquiring the latest wake information in a passage area of the ship, a wake information storage means for storing the wake information, and a specific ship. An information provision request receiving means for receiving a request for provision of planned route information and efficient navigation with few encounters with other ships of the specific ship based on the track information accumulated in response to the provision request Planned route information generating means for generating correct planned route information, and information transmitting means for transmitting the planned route information to the specific ship.

  The wake information obtained by the wake information obtaining means is preferably wake group data obtained by a ship automatic identification device.

  In addition, the planned route information generation means obtains a route zone where a track is concentrated from the track group data, and a matching relationship with a ship in the route zone occurs in a direction transverse to a traveling direction of the route zone where the track is concentrated. It is preferable that the planned route is set at a position where the minimum distance is shifted within a range and the planned route information is generated.

  Moreover, it is preferable that the said planned route information generation means sets the said planned route so that it may be right-handed with respect to the route zone where the said track concentrates.

  The planned route information generating means sets a navigation lane for each ship speed in a route zone where the track is concentrated, and sets the navigation lane for each ship speed as the planned route according to the ship speed of the specific ship. It is preferable to set.

  In addition, it includes geographical information acquisition means for acquiring geographical information in the passing sea area, and the planned route information generation means generates the planned route information by reflecting the geographical information when generating the planned route information. It is preferable to do.

  Moreover, the planned route information provision center corresponding to Claim 13 is provided with said ship collision risk reduction system.

  A ship corresponding to claim 14 provides an information provision request transmitting means for transmitting a request for providing the planned route information to the collision risk reduction system for the ship, and the planned route information from the information transmitting means. A planned route information receiving means for receiving and a ship maneuvering means for maneuvering based on the received planned route information.

  According to the collision risk reduction method of the present invention, efficient navigation is possible with less encounters with other ships of a specific ship based on the track information of the most recent other ships in the passage area of the specific ship. Plan route information is generated. Since the wakes of the most recent other ships are affected by the ocean currents, and the ocean currents do not change significantly in a short period of time, the latest information is acquired as wake information, so when navigating from now on It is possible to obtain wake information in the ocean current situation that is not significantly different from the latest ocean current situation. In addition, since the wake reflects the economic viewpoint as a matter of course, based on this wake information, the planned route information with few encounters with other ships is generated and provided to a specific ship. It is possible to reduce the collision risk by selecting a planned route that reduces the occurrence of a matching relationship between the ships while maintaining economic efficiency.

  In addition, by making the wake information into the latest wake group data obtained by an automatic ship identification system (AIS, Automatic Identification System), the planned route information can be obtained using existing AIS equipment without newly adding communication equipment. Can be generated.

  In addition, the route where the wake is concentrated is obtained from the wake group data, and the planned route is shifted in a range where there is no matching relationship with the ship in the lane in the lateral direction with respect to the traveling direction of the route where the wake is concentrated. By setting, the risk of occurrence of a matching relationship between ships is effectively reduced. In addition, by minimizing the distance shift distance, it is possible to maintain an economical viewpoint such as suppression of fuel consumption and shortening of voyage time.

  In addition, by setting the planned route so that it will be on the right side of the route zone where the wake is concentrated, if all ships meeting the passing sea area select the route based on the planned route of the present invention , The navigation direction of the forward direction (same channel) and the opposite direction (counter route) of the navigation direction can be separated, and the risk of a collision between ships that navigate each channel Is reduced. Further, even when some ships select a route based on the planned route of the present invention, the risk of meeting and colliding with each other in each route zone is reduced. In addition, the planned route can be set so that the right-hand traffic is a rule for navigation when ships on the sea meet each other.

  In addition, the navigation lane for each ship speed is set in the route zone where the wake becomes narrow and concentrated, and the navigation lane for each ship speed is set as the planned route according to the ship speed of a specific ship. The risk of rear-end collisions between ships is reduced.

  Also, when planning route information is generated by reflecting geographical information to generate planned route information, when setting a route at a location that is deviated from the area where the track is concentrated, for example, the deviation width of the strait It is possible to generate realistic planned route information such as setting the route within the width or avoiding shallow water.

  Further, according to the ship collision risk reduction system of the present invention, the wake information acquisition means for acquiring the wake information in the passing sea area of the latest ship, the wake information storage means for storing the wake information, and the plan from the specific ship Information provision request receiving means for receiving a request for provision of route information, and planned route information that allows efficient navigation with few encounters with other ships of a specific ship based on the track information accumulated in response to the provision request. A planned route information generating means for generating and an information transmitting means for transmitting the planned route information to a specific ship are provided. By acquiring the latest information as the wake information, it is possible to obtain the wake information in the current situation that does not greatly change from the latest current situation at the time of navigation. In addition, since the wake reflects the economic viewpoint as a matter of course, by generating planned route information based on this wake and with few encounters with other vessels, and providing it to specific vessels, While maintaining economic efficiency, it is possible to select a planned route that reduces the occurrence of a matching relationship between ships and to reduce the risk of collision.

  Further, by making the wake information obtained by the wake information obtaining means the wake group data obtained by the ship automatic identification device (AIS), the planned route information can be generated using the existing AIS equipment.

  Further, the planned route information generating means sets the planned route at a position where the distance is shifted in a range in which the matching relationship with the ship in the route zone does not occur in the lateral direction with respect to the traveling direction of the route zone where the track is concentrated. Thereby, the generation | occurrence | production risk of the matching relationship between ships is reduced effectively. In addition, by minimizing the distance shift distance, it is possible to maintain an economical viewpoint such as suppression of fuel consumption and shortening of voyage time.

  Further, the planned route information generating means sets the planned route so as to be right-handed with respect to the route zone where the track is concentrated. As a result, if all ships passing through the passing sea area select a route based on the planned route of the present invention, the navigation route zone and the anti-route route can be separated, and each route zone is navigated. The risk of encounters between ships is eliminated. Further, even when some ships select a route based on the planned route of the present invention, the risk of a meeting collision between the vessels navigating each route zone is reduced. In addition, the planned route can be set so that right-hand traffic is a basic rule for navigation when ships on the sea meet each other.

  The planned route information generating means sets a navigation lane for each ship speed in a route zone where the track is concentrated, and sets a navigation lane for each ship speed as the planned route according to the ship speed of a specific ship. By setting the navigation lanes for each ship speed, the risk of rear-end collision between ships that navigate in the same direction is reduced.

  In addition, it is possible to generate realistic planned route information by reflecting the geographical information in the passing sea area and generating the planned route information.

  Further, by providing a planned route information providing center equipped with the above-described ship collision risk reduction system, it is possible to provide planned route information to many specific vessels.

  In addition, for the above-described ship collision risk reduction system, an information provision request transmitting unit that transmits a request for providing planned route information, a planned route information receiving unit that receives the planned route information from the information transmitting unit, and the received plan By providing a ship equipped with a ship maneuvering means for maneuvering based on the route information, a planned route that reduces the occurrence of a matching relationship between the ships is selected based on the received planned route information while maintaining economic efficiency. In addition, it is possible to maneuver along the route that can reduce the risk of collision. In addition, automatic boat maneuvering by boat maneuvering means is also possible.

It is a figure which illustrates the plan route information provision center which concerns on this embodiment, and the ship which receives provision. It is a figure explaining the formulation process of the planned route which concerns on this embodiment. It is a figure explaining the formulation flow (center side flow) of the planned route which concerns on this embodiment. It is a figure explaining the formulation flow (ship side flow) of the planned route concerning this embodiment.

  FIG. 1 illustrates a planned route information provision center 10 according to the present embodiment and a ship 12 that receives provision of planned route information. The planned route information providing center 10 may be, for example, a business office of a ship information provider, and is an organization that supports ship route selection. The planned route information providing center 10 includes base stations 14 </ b> A to 14 </ b> C and a center headquarter 16. The base stations 14A to 14C and the center headquarter 16 constitute a collision risk reduction system.

  Base stations 14A-14C are comprised from the AIS receiving base station which receives AIS information, for example. A plurality of base stations 14A to 14C are provided, for example, along the coast of a plurality of sea areas. The base stations 14A to 14C are configured to include an AIS information acquisition means 18 (wake information acquisition means), a wake information generation means 19 and an AIS information database 20 (wake information storage means).

  The AIS information includes, for example, static information (unique information), dynamic information, navigation-related information, and safety-related communication text. The static information includes the MMSI number that is the identification number of the AIS device, the IMO number that is the ship identification number, the ship name, the ship type, and the width and length of the hull. The dynamic information includes own ship position (latitude, longitude), world standard time, ground course, ground speed, heading, and navigation status (navigation, anchored, etc.). The voyage related information includes draft, cargo, destination port, and estimated arrival time. Safety-related messages include weather warnings.

  The AIS information obtaining unit 18 (wake information obtaining unit) includes, for example, a VHF antenna, a GPS antenna, and an AIS transponder that captures signals (AIS information signals) from these antennas. The received AIS information is sent to the wake information generation means 19 and the AIS information database 20 (wake information storage means).

  The wake information generating unit 19 generates a wake for each ship by tracking dynamic information for each ship using, for example, an IMO number or an MMSI number as a key. The generated wake (wake group data) is stored in the AIS information database 20 (wake information storage means).

  The center headquarter 16 is a master station of the base stations 14A to 14C, for example, and collects AIS information and wake information acquired and generated by the base stations 14A to 14C. The center headquarter 16 includes a planned route request receiving unit 22 (information provision request receiving unit), a marine traffic information collecting unit 24, a geographical information collecting unit 26 (geographic information obtaining unit), and a planned route generating unit 28 (planned route information generating unit). Means) and planned route providing means 30 (information transmitting means). The center headquarter 16 includes, for example, a server, and the server functions as each of the above-described means (functional units).

  The planned route request receiving means 22 (information provision request receiving means) receives the planned route request signal (planned route provision request signal) transmitted from the ship 12. Transmission / reception of the planned route request signal is performed using, for example, satellite communication. The planned route request signal includes, for example, request information for requesting provision of the planned route, an MMSI number or IMO number that is an identification number of a ship, a departure port, a destination port, a scheduled departure date and a desired arrival date and time.

  The sea area traffic information collecting means 24 collects AIS information and wake information from the base stations 14A to 14C. In the collection, the sea area traffic information collecting means 24 collects AIS information and wake information of the area including the route assumed from the departure port of the planned route request signal and the destination port from the base stations 14A to 14C.

  Further, the sea area traffic information collecting means 24 collects the latest AIS information and wake information (wake group data) from the base stations 14A to 14C from the time when the planned route request signal is received. Here, the latest may be, for example, AIS information and wake information from 24 hours before the planned route request signal is received. Or, considering that the traffic volume of the ship changes depending on the day of the week, it may be AIS information and track information one week before the reception date of the planned route request signal and 24 hours before the reception time. Alternatively, in order to secure a population, it may be AIS information and wake information from one week before the planned route request signal is received.

  The latest AIS information (especially dynamic information) and wake information reflect the current ocean current. Ocean currents change over a relatively long period of time, such as permanent currents and seasonal currents, excluding temporary currents caused by mobile high and low pressures. Therefore, it can be considered that the ocean current does not change greatly from the date of receipt of the planned route request signal, for example, 24 hours before or one week before and after that. As described above, by acquiring the latest AIS information and wake information, the AIS information (particularly dynamic information) and wake information are affected by the influence of the ocean current in the passage area of the ship 12.

  The geographical information collecting means 26 (geographic information obtaining means) acquires the geographical information of the ship location, the destination port, and the sea area between them included in the planned route request signal from, for example, an external map dealer. The geographical information is acquired from, for example, an electronic chart for navigation.

  The planned route generating means 28 (planned route information generating means) is the plan collected by the geographical information collecting means 26 and the AIS information and the wake information immediately after the planned route request signal collected by the sea area traffic information collecting means 24 is received. A planned route is generated based on the own ship position, the destination port, and the geographical information of the sea area between them included in the route request signal. The planned route formulation flow will be described later. The planned route generated (generated) is transmitted from the planned route providing means 30 (information transmitting means) to the planned route receiving means 34 of the ship 12.

  In addition, although the example which has three base stations 14 was given in this embodiment, the number may be larger than this and it may be fewer. Further, a single base station 14 or a base station 14 serving as the center headquarter 16 may be used. Further, the track information generating means 19 and the AIS information database 20 (track information storage means) provided in the base station 14 are provided in the center headquarters 16, and the planned route providing means 30 provided in the center headquarters 16 is provided in the base station 14. It is also possible to prepare for.

  FIG. 2 shows an outline of a process for formulating a planned route according to the present embodiment. The upper part of Fig. 2 shows the four-day track off April 1, 2015 to April 5, off the coast of Ise Bay. The lower part of FIG. 2 shows the wake divided into an east sailing ship and a west sailing ship. In this figure, the eastern voyage channel is indicated by hatching with diagonal lines, and the west voyage channel is indicated by hatching.

  Both east and west ships have a distribution of ships in the wake zone, which is shown by the distribution lines in FIG. In addition, the wake with the largest traffic volume (the lane where the wake is concentrated) is indicated by a one-dot chain line as the passing ship center line.

  In the present embodiment, as shown by the broken line arrows in FIG. 2, planned route information with few encounters with other ships is generated based on the track information (track group data). For example, a planned route (recommended route) is set (developed) at a position shifted laterally with respect to the traveling direction in a route zone (passing ship center line) where wakes are concentrated. The shift direction and the shift width are set in a range in which at least a matching relationship with a ship on the passing ship center line does not occur. Regarding the direction of deviation, for example, the opposite side to the opposite direction route (counter route) that meets directly opposite is taken in the direction of deviation. For example, when formulating a planned route for the east sailing wake, the route is shifted to the opposite side of the west sailing wake, which is the anti-traffic route, and this is set as the planned route (recommended route).

  According to Article 14 of the Maritime Collision Prevention Law, when there is a risk of collision when two power ships meet directly or almost directly, each power ship passes the port side of the other power ship. Each course must turn to be able to do so. According to this rule, as shown in FIG. 2, by shifting to the right with respect to the traveling direction, the direction opposite to the opposite direction of the route that meets directly opposite is taken. That is, the planned route (recommended route) is set so as to be right-handed with respect to the route zone where the track is concentrated.

  If all the vessels that navigate the sea area of FIG. 2 select a route based on the planned route (recommended route) of the present embodiment, the route is determined so that each vessel is separated from the route in the reverse direction. In other words, the same voyage zone and the anti-voyage lane are separated, and it is possible to meet and separate the vessels. As a result, the risk of collision between visiting ships is reduced.

  Further, even when some ships select a route based on the planned route (recommended route) of the present embodiment, the risk of a meeting collision between vessels navigating each route zone is reduced.

  The width of deviation from the passing ship center line shall be the minimum distance in consideration of economic efficiency and navigation efficiency. For example, a planned route (recommended route) is set in an area of 2σ or more using the standard deviation σ of the ship distribution. The risk of collision with other ships is reduced by selecting an area with a relatively small ship distribution as the planned route. In addition, considering that the wake of FIG. 2 is a wake actually selected by each ship in consideration of an economic viewpoint, the economic loss is suppressed by selecting the planned route in the ship distribution. Economic viewpoints such as fuel consumption and voyage time can be maintained.

  In general, the relationship between ships includes overtaking in addition to the event. In order to avoid the risk of collision due to overtaking, navigation lanes may be set for each ship speed within the same voyage zone. The navigation lane may be provided in increments of 5 knots, for example. In this lane setting, for example, the higher the ship speed, the larger the deviation from the passing ship center line to the right in the traveling direction. The risk of encounter collision between high ship speeds is reduced by separating the ship from the voyage zone (anti-traffic lane) of the ship as the vessel speed increases.

  Further, when the route is shifted from the passing ship center line to the right in the traveling direction and is used as the planned route, geographical information on the surrounding sea area and the coast may be reflected. For example, in a narrow sea area such as a strait, it is difficult to make a large deviation width, and therefore it is preferable to keep the deviation width within a navigable range. In this way, by considering the geographical conditions, it is possible to formulate a realistic planned route that avoids the risk of collision.

  FIG. 3 illustrates a planned route formulation flow by the planned route information providing center 10. When the planned route request receiving means 22 in the center headquarter 16 receives the planned route request signal from the ship 12, this flow is started. The planned route request receiving means 22 gives an instruction to the geographical information collecting means 26 to collect the geographical information of the departure port, the destination port of the ship 12 that is the request source of the planned route, and the sea area between them (S10). .

  In addition to the command to the geographical information collecting means, the planned route request receiving means 22 sends a command to the marine traffic information collecting means 24 to collect the latest AIS information and track information from the time of receiving the planned route request signal. Give (S12). The AIS information and the wake information to be collected include information on the departure port, the destination port of the ship 12 that requested the planned route, and the sea area between the two.

  The planned route generation means 28 acquires geographical information from the geographical information collection means 26 and also acquires the latest AIS information and track information from the time when the planned route request signal is received from the sea area traffic information collection means 24. In addition, the planned route generation means 28 acquires the desired arrival date and time included in the planned route request signal from the planned route request receiving means 22, and obtains the planned ground speed for each element route based on this (S14).

  The planned route generation means 28 obtains the passing ship distribution in the same direction as the planned course to the ground and the planned heading of the ship 12 from the latest AIS information and track information (S16). Furthermore, a passing ship center line is calculated | required from this passing ship distribution (S18). Subsequently, a planned route (recommended route) is set at a position shifted from the passing ship center line to the right side when viewed from the traveling direction (S20). Specifically, a route that is shifted 2σ (σ is a standard deviation of the passing vessel distribution) to the right in the traveling direction from the passing vessel center line is set as a planned route. Alternatively, the navigation lane may be divided into a plurality of navigation lanes according to ship speeds, and a navigation lane including the planned ground speed of the ship 12 may be selected and used as the planned navigation path.

  Further, the planned route generation means 28 determines whether or not the set planned route satisfies the geographical constraint conditions collected in step S10 (S22). For example, it is determined whether or not at least a part of the planned route is included on shallow water or on land. If the geographical condition is met, for example, if there is no location on the shallows or on the land over the entire route of the planned route, the planned route set in step S20 is transmitted to the ship 12 ( S24).

  On the other hand, when the planned route does not satisfy the geographical constraint, the planned route generation means 28 moves and corrects the planned route closer to the passing ship center line (S26). For example, the plan route is moved closer to the passing ship center line with a width of 10 m. Thereafter, the process returns to step S22, and it is determined whether or not the corrected planned route meets the geographical condition. Thereafter, step S22 and step S26 are repeated until the geographical constraint is satisfied. When the geographical constraint condition is satisfied, the corrected planned route is transmitted to the ship 12 (S24).

  FIG. 4 illustrates a planned route formulation flow by the ship 12. The ship 12 transmits a planned route request signal from the planned route request transmission means 32 (information provision request transmission means) to the center headquarter 16 of the planned route information provision center 10 (S30). The center headquarters 16 executes the flow of FIG. 3 and formulates a planned route.

  When the planned route receiving means 34 (planned route information receiving means) of the ship 12 is received (S32), the planned route is sent to the ship maneuver means 36 (S34). The ship maneuvering means 36 corrects the deviation between the current position and the target planned route based on the planned route, and performs track control for realizing navigation along the planned route (S36). In track control, the ship operator can confirm the planned route received by the planned route receiving means 34 and connect to the track control. In addition, when track control is not performed, it is also possible to display and provide a planned route as information to the operator.

  In addition, when the planned route is acquired also by an organization different from the planned route information providing center 10, such as a weather routing service organization, the planned route by the planned route information providing center 10 is selected between steps S32 and S34. Or a step of determining whether to select a planned route by a weather routing service organization may be provided. For example, when the ocean current changes greatly between the latest and the next, such as the approach of a typhoon, such a change in the ocean current is reflected in the planned route by the weather routing service organization, so the planned route can be selected. . On the other hand, when there is no significant change in the weather and sea conditions in the most recent period, the planned route by the planned route information providing center 10 set from the viewpoint of reducing the collision risk can be selected.

  10 planned route information provision center, 12 ships, 14, 14A-14C base station, 16 center headquarters, 18 AIS information acquisition means (wake information acquisition means), 19 wake information generation means, 20 AIS information database (wake information storage means) , 22 Planned route request receiving means (information provision request receiving means), 24 Sea area traffic information collecting means, 26 Geographic information collecting means (geographic information obtaining means), 28 Planned route generating means (planned route information generating means), 30 Planned route providing means (information transmitting means), 32 Planned route request transmitting means (information providing request transmitting means), 34 Planned route receiving means (planned route information receiving means), 36 Ship maneuvering means.

Claims (14)

Obtain and accumulate wake information of the most recent other ships that take into account the effects of ocean currents in the passage area of a particular ship,
Based on the wake information, generate planned route information that allows efficient navigation with less encounter with other vessels of the specific vessel,
Providing the planned route information to the specific vessel to support route selection of the specific vessel;
The collision risk reduction method of the ship characterized by aiming at reduction of the collision risk by this. It is the collision risk reduction method of the ship of Claim 1,
2. The ship collision risk reduction method according to claim 1, wherein the wake information is latest wake group data obtained by an automatic ship identification device. It is the collision risk reduction method of the ship of Claim 2, Comprising:
Obtaining a voyage zone where wakes are concentrated from the wake group data,
The planned route information is generated by setting the planned route at a position where the minimum distance is shifted in a range in which the matching relationship with the ship in the route zone does not occur in the lateral direction with respect to the traveling direction of the route zone where the wake is concentrated. To
A collision risk reduction method for a ship. The ship collision risk reducing method according to claim 3, wherein the planned route is set so as to be right-handed with respect to a route zone where the wake is concentrated. A collision risk reduction method for a ship according to claim 3 or 4,
A navigation lane for each ship speed is set in a route zone where the wake becomes narrow and concentrated, and the navigation lane for each ship speed is set as the planned route according to the ship speed of the specific ship. Ship collision risk reduction method. It is the collision risk reduction method of the ship of any one of Claims 1-5,
In generating the planned route information, the planned route information is generated by reflecting geographical information. Wake information obtaining means for obtaining the latest wake information in the passage area of the ship;
Wake information storage means for storing the wake information;
An information provision request receiving means for receiving a request for provision of planned route information from a specific ship;
Planned route information generating means for generating planned route information capable of efficient navigation with less encounter with other vessels of the specific vessel based on the track information accumulated in response to the provision request;
A ship collision risk reduction system comprising: information transmitting means for transmitting the planned route information to the specific ship. The ship collision risk reduction system according to claim 7,
A ship collision risk reduction system, wherein the wake information obtained by the wake information obtaining means is wake group data obtained by an automatic ship identification device. The ship collision risk reduction system according to claim 8,
The planned route information generation means obtains a route zone where the wake is concentrated from the wake group data, and a range in which a matching relationship with a ship in the route zone does not occur in a lateral direction with respect to a traveling direction of the route zone where the wake is concentrated A collision risk reduction system for a ship, wherein a planned route is set at a position shifted by a minimum distance and the planned route information is generated. The ship collision risk reduction system according to claim 9,
The planned route information generating means sets the planned route so as to be right-handed with respect to a route zone where the track is concentrated. A collision risk reduction system for a ship according to claim 9 or 10,
The planned route information generating means sets a navigation lane for each ship speed in a route zone where the track is concentrated, and sets the navigation lane for each ship speed as the planned route according to the ship speed of the specific ship. A ship collision risk reduction system characterized by the above. The ship collision risk reduction system according to any one of claims 7 to 11,
Geographic information obtaining means for obtaining geographical information in the passing sea area is provided, and the planned route information generating means generates the planned route information by reflecting the geographical information when generating the planned route information. A collision risk reduction system for ships.   A planned route information provision center comprising the ship collision risk reduction system according to any one of claims 7 to 12. Information provision request sending means for sending a request for provision of the planned route information to the ship collision risk reduction system according to any one of claims 7 to 12,
Planned route information receiving means for receiving the planned route information from the information transmitting means;
A marine vessel having a marine vessel maneuvering means for maneuvering based on the received planned route information.