• Journal of the Korean Society of Marine Environment & Safety
• /
• v.3 no.1
• /
• pp.51-71
• /
• 1997

As passenger ship accidents so frequently have occurred, crisis consciousness is highly aroused in Korean society. Although bombastic policy guidlines were suggested in accordance with every passenger ship accident, there remains a still high possibility of such an accident reoccurring because passenger ship accidents occur from the perspective of non-compliance. The research objective of this study is to government's safety regulatory policies. Data for the analysis was collected from literature review. A Case study related to passenger ship accident is adopted for the analysis. The research methods utilized in this study consist of extensive quantitative analysis of 138 passenger ship accidents which had happened over last 10 years from 1984 to 1993 in Korea and a qualitative analysis of the passenger ship accident of the Seohae Ferry in October 1993. The results of the quantitive analysis on the 138 passenger ship accidents are as follows; Seeing the accidents yearly, the accidents which occurred by policy non-compliance are still exist, only somewhat reduced as years gone by. Seeing the accidents from the perspective of types of accident, fire accidents and death and injury accidents had more non-compliance factors than contact accidents and one-side collision accidents, etc. had. Seeing the accidents from the perspectives of types of passenger ship, large ships like car ferries and general passenger ship accidents had more non-compliance factors than any other kinds of ships had. Seeing the accidents from the perspectives of tons of passenger ships, large ships weighing more than 1, 000 tons and small ships weighing less than 50tons contained a lots of non-compliance factors. The results of the qualitative analysis of the passenger ship accident of the Seohae Ferry in Octovber 1993 are as follows; From the viewpoint of the human factor, there were non-compliance to the recruiting of required number of qualified crew members and non-compliance to the rule which prohibited them from leaving port in bad weather and high wave conditions. From the viewpoint of the ship factor, there were defects in the ship. So we might say that there was non-compliance which was aroused from the lacks of technical skills. From the viewpoint of the administrative factor, there were many non-compliance factors such as sailor education, shipping management, rescue, safety equipment. From the viewpoint of the passenger factor, there were passengers' threats which compelled the crews to leave the port under bad weather conditions. In conclusion, the principal non-compliances factors are passenger ship company did not follow safety rules such as shipping the permitted number of passengers, loading permitted tons of freight and fastening freights properly and recruiting required number of qualified crew. In order to reduce accidents, firstly we should find out the causes which play key roles in passenger ship companies' non-compliance to the government's safety regulations. Secondly we should tackle the causes.

• Journal of the Korean Geotechnical Society
• /
• v.15 no.3
• /
• pp.83-97
• /
• 1999

This paper presents the results of a parametric study on the interaction between buried pipes and surface load using the finite element method of analysis. A series of laboratory model tests were also performed in order to validate the adopted finite element model and to capture essential features of the physical behavior of buried pipes subjected to surface load. In the parametric study, a wide range of boundary conditions were analyzed with emphasis on the response of the buried pipes to surface load. The results of analysis such as contact stress distribution at the soil/pipe interface and axial thrust of the pipe were thoroughly analyzed, and a database on the response of buried pipe under surface load was established for future development of a semi-empirical design/analysis method. The results indicated that the degree of interaction between buried pipes and surface load significantly varies with the vertical and lateral location of pipe with respect to surface load, and that the current design method, which does not consider soil-structure interaction, cannot correctly capture the pipe response to surface loading. Furthermore, based on the results of analysis, a semi-empirical equation was suggested, which estimates the maximum pipe thrust due to surface load for flexible buried pipes.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
• /
• 2018.10a
• /
• pp.329-331
• /
• 2018

In this paper, we propose a monitoring system that starts with the supply of raw materials for threading, is processed into a lathe machine, and checks for defects of the product are automatically performed by the robot with Smart Factory technology through assembly and disassembly. Completion check according to the production instruction quantity and production instruction is made by checking the production status according to whether or not the raw material is worn by the displacement sensor, and checking the pitch and the contour of the processed female and male to determine OK and NG. The robotic system acts as a relay for loading and unloading of raw materials, pallet transfer, and overall process, and it acts as an intermediary for organically driving. The location information of the threaded products is collected by using the non-contact wireless tag and the energy saving system Production efficiency and utilization rate were checked. The environmental sensor collects the air-conditioning environment data (temperature, humidity), measures the temperature and humidity accurately, and checks the quality of product processing. It monitors and monitors the driving hazard level environment (overheating, humidity) of the product. Controls for CNC and robot module PLC as a heterogeneous system.

• Microbiology and Biotechnology Letters
• /
• v.31 no.4
• /
• pp.368-376
• /
• 2003

Cyclodextrin glucanotransferase (CGTase) from Paenibacillus sp. JB-13 was immobilized on various carriers by several immobilization methods such as ionic binding, covalent linkage and ultrafiltration to improve the process performance. The ultrafiltration and covalent linkage with CNBr-activated sepharose 4B were found as the best method for immobilization of CGTase. The ability of CGTase immobilization onto CNBr-activated sepharose 4B was as high as 18,000 units/g resin when the conditions was as follows: contact time 9 hrs at $37^{\circ}C$, pH 6.0, 100 nm and enzyme loading 24,000 units/g resin. The optimum conditions for production of 2-O-$\alpha$-D-Glucopyranosyl L-Ascorbic acid by immobilized CGTase turned out to be: pH 5.0, temperature $37^{\circ}C$, 20% substrate solution containing 8% (w/v) of soluble starch and 12% (w/v) of L-ascorbic acid sodium salt, 100 rpm, far 25 hrs and with 800 units of immobilized CGTase/ml substrate solution. Moreover the CGTase activity could be stably maintained for 8 times of repetitive reactions after removing products by ultrafiltration through YM 10 membrane.

• Applied Biological Chemistry
• /
• v.39 no.5
• /
• pp.333-337
• /
• 1996

For continuous production of galactooligosaccharides(GOS), $\beta-galactosidase$ with h1gh transgalactosylation activity from Bacillus sp. A 4442 was Immobilized onto $Diaion^{TM}$ HPA 75(styrene-divinylbenzene resin). The parameters influencing enzyme immobilization were scrutinized in order to maximize immobilization yield while minimizing enzyme inactivation. The optimum conditions turned out to be: Tris buffer concentration 30 mM, pH 8.0, contact time at room temperature 3 hr, and enzyme loading 25 mg protein/g resin. Both the thermal stability and the operational stability of immobilized enzyme were markedly enchanced by the treatment with 0.5% glutaraldehyde as a cross-linker. Under the experimental conditions established, the yield of ${\beta}-galactosidase$ immobilization was 40% or more and the activity of the immobilized enzyme ca. 200 U/g resin. When a packed-bed reactor was employed to continuously convert lactose to GOS, the specific production, which refers to as the amount of commercially valuable GOS produced by a unit amount of immobilized ${\beta}-galactosidase$, was found to be ca. 300 g GOS/g carrier.

• Journal of the Korean Society of Safety
• /
• v.26 no.4
• /
• pp.47-58
• /
• 2011

Halogen free intumescent flame retardants(IFRS), such as the mixture of melamine phosphate(MP) and char forming agents(pentaerythritol(PER), di-pentaerythritol(DiPER), tris(2-hydroxyethyl) isocyanurate(THEIC)), were prepared and characterized. Polypropylene(PP)/$IFR_S$ composites were also prepared in the presence of ethylene diamine phosphate(EDAP) as a synergist and used into flame retardant PP powder coatings. Thermoplastic PP powder coatings at 20 wt% flame retardant loading were manufactured by extruded and then mechanical cryogenic crushed to bring them in fine powder form. These intumescent flame retardant powder coatings($IFRPC_S$) were applied on mild steel surface for the purpose of protection and decorative. It is a process in which a $IFRPC_S$ particles coming in contact with the preheated mild steel surface melt and form a thin coating layer. The obtained MP flame retardant was analyzed by utilizing FTIR, solid-state $^{31}P$ NMR, ICP, EA and PSA. The mechanical properties as tensile strength, melt flow index(MFI) and the thermal property as TGA/DTA and the fire safety characteristics as limiting oxygen index(LOI), UL94 test, SEM were used to investigate the effect of $IFRPC_S$. The experimental results show that the presence of $IFR_S$ considerably enhanced the fire retardant performances as evidenced by the increase of LOI values 17.3 vol% and 32.6 vol% for original PP and $IFRPC_S$-3(PP/MP-DiPER/EDAP), respectively, and a reduction in total flaming combustion time(under 15 sec) in UL94 test of $IFRPC_S$. The prepared $IFRPC_S$-3 have good comprehensive properties with fire retardancy 3.2 mm UL94 V-0 level, LOI value 32.6%, tensile strength $247.3kg/cm^2$, surface roughness Ra $0.78{\mu}m$, showing a better application prospect. Through $IFRPC_S$-2(PP/MP-PER/EDAP) and $IFRPC_S$-3 a better flame retardancy than that of the $IFRPC_S$-1(PP/MP/EDAP) was investigated which was responsible for the formed more dense and compact char layer, improved synergy effect of MP and PER/DiPER.

• Journal of the Korean Geotechnical Society
• /
• v.26 no.3
• /
• pp.13-23
• /
• 2010

In this study, centrifuge model tests with 50 g gravitational condition were performed to evaluate the bearing capacity of very soft ground, improved by spreading geotextile and sand on the surface of ground, for the heavy machinery to be able to access. For undrained shear strength of ground model, prepared with the clay sampled from the field, being in the range of 3.1~11.7 kPa, bearing capacity tests were performed with the model footing and the loading system built to simulate the heavy machinery on the ground model treated with geotextile and sand. Test results were compared with theoretically and numerically evaluated ones. Test results about load-settlement curves showed that the bearing capacity increases with the increase of the undrained shear strength of ground. Punching shear or local shear failure was also observed. For a relatively low undrained shear strength of ground, settlement behavior is found to be crucial to evaluating the trafficability of machinery whereas bearing capacity becomes a dominant factor with the increase of undrained shear strength of ground. The method for assessing the bearing capacity of the ground related to trafficability of machinery is presented by acquiring the regression relationship between the contact pressure of machinery and settlements using load-settlement curves with the change of the undrained shear strength. Furthermore, results of numerical analyses about load-settlement relation are in relatively good agreement with those of centrifuge model test.

• Analytical Science and Technology
• /
• v.19 no.3
• /
• pp.255-262
• /
• 2006

In this study, we attempted to evaluate the sorptive loss of VOC upon their contact with different material surfaces including clothing pieces. For the purpose of this study, we developed a method to evaluate such loss by employing a filter holder pack in the thermal desorption line of the GC/FID system. The calibration curves of different aromatic VOCs including benzene, toluene, and xylene were made by loading them at different quantities through the analytical line. A series of experiments were conducted repetitively to draw calibration data sets for all three materials covering glass fiber, cotton, and nylon. The results were then compared in terms of both material types and of VOC types. The extent of sorptive loss increased in a highly systematic manner across different materials such as glass fiber, cotton, and nylon. The patterns of sorptive loss also increased gradually across VOC type such toward in the direction of increasing molecular weights: benzene, toluene, and xylene. According to this experimental study, it is concluded that sorptive behavior of pollutint compounds like VOC can be controlled by the combined effects of both chemical properties and material characteristics.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.30 no.2
• /
• pp.209-216
• /
• 2024

Four accidents occurred between 2020 and 2022 after car ferries built according to a coastal passenger ship modernization plan collided with other ships or came into contact with the dock when entering Jeju Port. Accidents primarily occurred owing to careless ship handling and drift by wind during ship handled by herself using bow and stern thrusters without tugboats. Accordingly, in this study, we analyzed the collision accident focusing on car ferry H and the critical wind speed at which the ship cannot be controlled using its own power, tugboat operation plan in increasing wind speed were proposed based on the power required for the ship to berth parallel to the pier without a tugboat considering the external force and moment generated while the ship is berthing. A analysis of the critical wind speed of car ferry H by relative wind direction when using tugboats or not according to the loading status and the berthing speed, showed that one tugboat should be used at the stern when the lateral wind speed is over 10 m/s and two tugboats should be used when the lateral wind speed is over 14m/s berthing at Jeju port.

• International Journal of Highway Engineering
• /
• v.11 no.3
• /
• pp.97-109
• /
• 2009

One of the main causes of asphalt rutting is high temperature of the pavement. Nevertheless, there has been few research on lowering the pavement temperature for reducing rutting. This study investigated the performance characteristics of moisture-retaining porous asphalt pavement, which is known to have a temperature reducing effect. The purpose of this study is to quantify the temperature reducing effect of moisture-retaining porous asphalt pavement and its effect of reducing rutting through Accelerated Pavement Testing(APT). Additionally, the possibility of reducing the thickness of the pavement in comparison to general dense grade pavement by analyzing structural layer coefficient of moisture retaining pavement. A total of three test sections consisting of two moisture-retaining porous asphalt pavement sections and one general dense-grade porous asphalt pavement section were constructed for this study. Heating and spraying of water were carried out in a regular cycle. The loading condition was 8.2 ton of wheel load, the tire pressure of $7.03kgf/cm^2$, and the contact area of $610cm^2$. The result of this experiment revealed that the temperature reducing effect of the pavement was about $6.6{\sim}7.9^{\circ}C$(average of $7.4^{\circ}C$) for the middle layer and $7.9{\sim}9.8^{\circ}C$(average of $8.8^{\circ}C$) for surface course, resulting in a rutting reduction of 26% at the pavement surface. Additionally, the structural layer coefficient of moisture retaining pavement measured from a laboratory test was 0.173, about 1.2 times that of general dense grade pavement. The general dense-grade porous asphalt pavement test section exhibited rutting at all layers of surface course, middle layer, and base layer, while the test sections of moisture-retaining porous asphalt pavement manifested rutting mostly at surface course only.