## 3 Methodology
### Experimental Design and Procedures  
In this study, the K-Sim(r) Navigation--Ships Bridge Simulator with 360\({}^{\circ}\) view made by Kongsberg Digital AS (Lysaker, Norway) was used. This simulator was installed in Barombone Maritime Polytechnic (Makassar, Indonesia). The simulated encounter scenarios were not arbitrarily designed but were derived from real-world AIS data captured in high-density maritime zones with a known history of collision risks. This data-driven foundation ensured ecological validity by replicating actual vessel movements, encounter geometries, and navigational stressors typical of daily operations. Risk assessment criteria such as the proximity thresholds (CPA, TCPA), encounter types (crossing, overtaking, head-on), and collision probability were used to systematically \begin{table}
\begin{tabular}{c c c} \hline
**Case** & **Description** & **Segment** & **Time Given** \\ \hline
1 & Head-On Situation 000 deg & 1 & 10 min \\
2 & Crossing 090 deg (OS give way) & & \\ \hline
3 & Crossing Situation 135 deg (S) & & \\
4 & Crossing 135 deg (P) & 2 & 10 min \\ \hline
5 & Overtaking in the bend (red ship was the same ship on case 4) & 3 & 10 min \\ \hline
6 & Overtaking from 000 deg & & \\
7 & Crossing 045 (S) & 4 & 10 min \\ \hline
8 & Crossing Situation 045 deg (P) & & \\
9 & Crossing Situation 090 deg (S) & 5 & 10 min \\ \hline
10 & Surrounding by anchorage ship & & \\
11 & Outbound traffic in the port entrance & & 6 & 10 min \\ \hline \end{tabular}
\end{table} 
Table 1: Monthly ship traffic in Makassar Port and adjacent waters. \begin{table}
\begin{tabular}{c c c} \hline
**No.** & **Groups** & **Description** \\ \hline
1. & Model Name & CNTNR27X—container, KMSS UNI-Pacific \\
2. & Length Overall & 182 m \\
3. & Breadth & 28 m \\
4. & Draft & 9 m (loaded condition) \\
5. & Displacement & 27,670 tonnes \\
6. & Type and Max. Engine Power & 1 \(\times\) diesel engine with 14,840 horsepower \\
7. & Rudder Type and Max. Angle & Balanced rudder and 35 degrees \\
8. & Crash stop time & 6 min and 11 s \\  & Shallow water starboard turning, & \\
9. & Performance & tactical diameter: 699.5 m; advance: 556.9 m; transfer: 336.3 m \\  & Shallow water portside turning, & \\  & tactical diameter: 527.7 m; advance: 555.1 m; transfer: 242.6 m \\ \hline \end{tabular}
\end{table} 
Table 2: Ship model and parameters used in the experiment. select realistic, high-risk situations likely to induce navigator stress. Although this study was centered on Indonesian seafarers, references to Korean seafarers were incorporated where relevant due to their comparable training regimes, vessel operations, and regulatory standards, such as the Standard of Training, Certification, and Watchkeeping (STCW). The study involved 24 male participants acting as ship captains, supported by officers and helmsmen to handle the ship's steering commands, as depicted in the Figure 3. All of them were active male seafarers with normal hearing and good eyesight, who were not taking ongoing medication and were healthy and fit to perform the simulation. They were also familiarized with the simulator equipment and had performed in several scenarios during their studies. The participant demographics can be seen in the Table 3. Before the simulation commenced, all of them received a briefing one day prior and were instructed to have adequate rest at night (more than 7 h of sleep), without consuming any alcohol or caffeine. They were also told to avoid any activities involving high stress or resulting in physical fatigue. All of the relevant ethical matters were discussed earlier with the university's research committee and approved. Table 3 shows that the demographics of the participants are equally spread, with each age bracket making up 50.0%. The experience groups showed a dominance of highly experience navigators. The participants had a mean age of 39.88 years (SD = 5.68). While the gender composition was not the focus of this study, the age distribution was relatively consistent across the sample.