conducted a study on the width of a safe channel in a curved channel. [PERSON] and [PERSON] (2020) studied the minimum route width by ship type through double speed simulation [13; 14; 15]. In 1985, the International Maritime Organization (IMO) adopted Resolution A. 572(14) of the General Provision Resolution on the route of ships. This Resolution was adopted to improve the navigational safety of ships in areas with high sea traffic density or limited water depth, and defines the Routing System, Traffic Separation Scheme (TSS), and Separation Zone. Although the purpose of installing the route is to protect the vessel from a high density of marine traffic and low water areas, that is, to prevent collisions and grounding accidents of the vessel, there is a tendency to design it with a focus on the collision of the vessel only. Korea's Maritime Safety Act, adopting COLREG Rule 10 in Article 68, proposes to install a TSS in areas with a high risk of collision due to high traffic density. The Korea Maritime Safety Tribunal classifies marine accidents into 14 categories, such as collision, capsize, sinking, fire, explosion, and grounding [16]. [PERSON], [PERSON] et al. (2021) conducted a study on the effects of collisions and stranding caused by inexperience or poor use of navigational equipment by ship operators [17; 18]. The main purpose of installing the route is to prevent collisions and grounding accidents, so it is necessary to design the route in consideration of this. As such, previous studies have mainly been conducted using advanced technology or related studies on port access waters. PIANC or the Port and Fishing Port Design Standards also numerically proposed the width of the fairway; however, the standards simply present the minimum design based on the maximum number of ships passing the target sea area, and the safety of the vessel may vary significantly based on the sea area characteristics and volume. In contrast, as vessels become larger and faster, the appropriateness of the previously designed fairways must be periodically checked. The Maritime Traffic Safety Assessment Scheme (MTSA) in Article 15 of the Maritime Safety Act, which is a representative means of assessment, requires operators who want to implement maritime development projects to prepare safety measures through professional evaluation in advance. The MTSA designates essential and optional evaluation items, depending on the project type. To designate a new fairway or change an existing fairway, marine traffic surveys and vessel control simulation evaluations must be performed, while marine traffic congestion evaluations and marine traffic simulation evaluations are optional, according to Article 12 of Maritime Traffic Safety Assessment Implementation Guidelines. The MTSA has been implemented for more than 10 years since the introduction of the system (January 2010), and it has been reported that it is effective in various aspects. However, the MTSA also does not consider expanding or adjusting the scope of the fairway if it meets the basic design criteria, such as the existing PIANC or Port and Fishing Port Design Standards. If the fairway is evaluated as being congested through safety evaluations using simulations and the collection of opinions, safety measures are established to reduce periods with high congestion using VTS. The design of the fairway should consider both safety and economic feasibility, and check whether the vessel is safe from the risks of collision and grounding, in accordance with changes in the marine traffic environment. For this purpose, in this study, a previously established fairway evaluation was conducted, using a model to evaluate the collision and grounding probability of a vessel, and the feasibility of the evaluation according to environmental changes was reviewed [19]. Figure 1 shows a flow chart of this study. Figure 1: Flowchart of the study.