• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.4
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• pp.327-339
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• 2022

The purpose of this study is to present the effective smoke control flow rate and mode for securing safety through quantitative risk assessment according to the smoke control flow rate and mode (supply or exhaust) of the platform when a train fire occurs at the subway platform. To this end, a fire outbreak scenario was created using a side platform with a central staircase as a model and fire analysis was performed for each scenario to compare and analyze fire propagation characteristics and ASET, evacuation analysis was performed to predict the number of deaths. In addition, a fire accident rate (F)/number of deaths (N) diagram (F/N diagram) was prepared for each scenario to compare and evaluate the risk according to the smoke control flow rate and mode. In the ASET analysis of harmful factors, carbon monoxide, temperature, and visible distance determined by performance-oriented design methods and standards for firefighting facilities, the effect of visible distance is the largest, In the case where the delay in entering the platform of the fire train was not taken into account, the ASET was analyzed to be about 800 seconds when the air flow rate was 4 × 833 m³/min. The estimated number of deaths varies greatly depending on the location of the vehicle of fire train, In the case of a fire occurring in a vehicle adjacent to the stairs, it is shown that the increase is up to three times that of the vehicle in the lead. In addition, when the smoke control flow rate increases, the number of fatalities decreases, and the reduction rate of the air supply method rather than the exhaust method increases. When the supply flow rate is 4 × 833 m³/min, the expected number of deaths is reduced to 13% compared to the case where ventilation is not performed. As a result of the risk assessment, it is found that the current social risk assessment criteria are satisfied when smoke control is performed, and the number of deaths is the flow rate 4 × 833 m³/min when smoke control is performed at 29.9 people in 10,000 year, It was analyzed that it decreased to 4.36 people.

• KOREAN JOURNAL OF CROP SCIENCE
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• v.41 no.4
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• pp.489-495
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• 1996

Seedling emergences of four rice varieties (Dongjinbyeo, Dadajo, Galsaekggarak-sharebyeo, and Italiconaverneco) and three barnyardgrass species(Echjnochloa oryzjcola, E. crus-gali var. crus gali E. crus-gali var. praticola) were evaluated in relation to soil strength. Soil strength was varied by compressing the entire volume of soil with a hydraulic jack so as to be 0.5, 1, 2, 3, 6kg /$\textrm{cm}^2$. Soil strength was measured with a penetrometer (Yamanaka type) and soil covering above the seed was 4cm deep. Experiments were conducted at two air temperature conditions of 17 and $25^{\circ}C$. At a soil strength of up to 2kg/$\textrm{cm}^2$, little or no decrease in seedling emergence occurred in all rice varieties and barnyardgrasses tested. Above that value, seedling emergence decreased progressively as the soil strength increased. The degree of decrease was greatest in Dongjinbyeo and smallest in Dadajo among tested rice varieties, and greatest in Echinochloa oryzicola among barnyardgrasses, being greater in barnyardgrasses than rice. Seedling emergence was delayed almost linearly as the soil strength increased. The delay was greatest in Dongjinbyeo among rice varieties and in Echinochloa oryzicola among barnyardgrasses. Mesocotyl length increased as soil strength increased up to 2 to 3kg / $\textrm{cm}^2$ in Dongjinbyeo and Dadajo in 17$^{\circ}C$ and $25^{\circ}C$, and up to 6kg/$\textrm{cm}^2$ in Galsaekggaraksharebyeo and Italiconaverneco in $25^{\circ}C$. Dongjinbyeo showed the least elongation of mesocotyl among rice varieties in any soil strength. The total length of mesotyl, first internode and incomplete leaf showed little variation with soil strength. The total length was longer than the 4cm covering depth in other varieties except Dongjinbyeo. This might have caused the lower emergence rate in Dongjinbyeo than other varieties in higher soil strength.

• Journal of Food Hygiene and Safety
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• v.38 no.2
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• pp.55-62
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• 2023

This study aimed to investigate the effect of a coating agent on pork storage. Pork was coated with a coating agent containing sodium carboxymethyl cellulose (CMC) and mandarin peel powder (M). The treatments were divided into control, a 0.1% CMC treatment, and a 0.1% CMC +5% M treatment, and pH, color, 2-thiobarbituric acid reactive substances (TBARS), volatile basic nitrogen (VBN), and the number of viable cell counts were measured. In the case of redness (a), it was found that the reduction over the storage period was less in the 0.1% CMC + 5% M treatment than in the control and the 1% CMC treatment. When stored at 4℃ and 25℃, TBARS of pork tended to increase during the storage period, followed by control, 0.1% CMC treatment, and 0.1% CMC + 5% M treatment, indicating that lipid oxidation was most suppressed in pork coated with mandarin peel powder. As a result of measuring the VBN of pork stored at 4℃ and 25℃, the 0.1% CMC + 5% M treatment showed lower values than the control and 0.1% CMC treatment. When the film-coated pork was stored at 4℃, the number of viable cell counts in the 0.1% CMC +5% M treatment area was 7.13±0.96 log CFU/g on the 12th day of storage, delaying the growth of viable cell counts for approximately 3 d more than other treatments. Therefore, coating pork with a film containing CMC and mandarin peel powder has been confirmed to delay the increase in the number of viable cell counts while reducing the quality change during pork storage, which is an effective alternative to improving the storage of fresh food as an edible film.

• Journal of The Korean Society of Grassland and Forage Science
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• v.42 no.1
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• pp.54-60
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• 2022

The planting date of corn for silage has been delayed because of spring drought and double cropping system in Korea. This experiment was conducted to evaluate agronomic characteristics, forage production and feed value of corn at April and May in 2019. Experimental design was a split-plot with three replications. Planting dates (12 April and 10 May) were designated to the main plot, and corn hybrids ('P0928', 'P1543' and 'P2088') to the subplot. The silking days of the early planting date (12 April) was 79 days and that of the late planting date (10 May) was 66 days (p<0.0001), however, there were no significant differences among the corn hybrids. Ear height of the late planting date was higher than that of the early planting (p<0.05), while there were no significant differences in plant height of corn. Insect resistance at the early planting was lower than that of late planting (p<0.05), however, lodging resistance was no significant difference at planting date. The rice black streaked virus (RBSDV) infection of early planting was 3.7% and that of late planting was 0.3% (p<0.001). Dry matter (DM) contents of stover, ear and whole plant had significant difference at planting date (p<0.05). And differences in ear percentages were observed among the corn hybrids (p<0.01). And ear percentages of early maturing corn ('P0928') was higher than for other hybrids. Ear percentage at the early planting date was higher than that at the late planting date (p<0.01). DM and total digestible nutrients (TDN) yields had significant difference at planting date, however, there were no significant differences among the corn hybrids. DM and TDN yields at the late planting (21,678 kg/ha and 14,878 kg/ha) were higher than those of the early planting (13,732 kg/ha and 9,830 kg/ha). Crude protein content at the early planting date was higher than that of the late planting. Acid detergent fiber content of the late planting was lower than that of the early planting date (p<0.01), while there were no significant neutral detergent fiber content difference among the corn tested. Calculated net energy for lactation (NE_L) and TDN at the early planting were higher than those of at the late planting (p<0.01). Results of this our study indicate that the late planting date (May) is better than early planting date (April) in forage yield and feed value of corn. Therefore, the delay of planting date by May was more suitable for use in cropping system.

• Journal of the korean academy of Pediatric Dentistry
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• v.26 no.2
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• pp.339-349
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• 1999

The dental structure substituted by restorative materials may produce discomfort resulting from hot or cold stimuli. To investigate the effects of this stimuli on the human teeth, thermal analysis was carried out by calculation of general heat conduction equation in a modeled tooth using numerical method. The method has been applied to axisymmetric and two-dimensional model, analyzing the effects of constant temperature $4^{\circ}C\;and\;60^{\circ}C$. That thermal shock was provided for 2 seconds and 4 seconds, respectively and recovered to normal condition of $20^{\circ}C$ until 10 seconds. The thermal behavior of tooth covered with a crown of gold or stainless steel was compared with that of tooth without crown. At the same time, the effects of restorative materials(amalgam, gold and zinc oxide-eugenol(ZOE)) on the temperature of PDJ(pulpo-dentinal junction) has been studied. The geometry used for thermal analysis so far has been limited to two-dimensional as well as axisymmetric tooth models. But the general restorative tooth forms a cross shaped cavity which is no longer two-dimensional and axisymmetric. Therefore, in this study, the three-dimensional model was developed to investigate the effect of shape and size of cavity. This three-dimensional model might be used for further research to investigate the effects of restorative materials and cavity design on the thermal behavior of the real shaped tooth. The results were as follows; 1. When cold temperature of $4^{\circ}C$ was applied to the surface of the restored teeth with amalgam for 2 seconds and recovered to ambient temperature of $20^{\circ}C$, the PDJ temperature decreased rapidly to $29^{\circ}C$ until 3 seconds and reached to $25^{\circ}C$ after 9 seconds. This temperature decreased rather slowly with stainless steel crown, but kept similar temperature within $1^{\circ}C$ differences. Using the gold as a restorative material, the PDJ temperature decreased very fast due to the high thermal conductivity and reached near to $25^{\circ}C$ but the temperature after 9 seconds was similar to that in the teeth without crown. The effects of coldness could be attenuated with the ZOE situated under the cavity. The low thermal conductivity caused a delay in temperature decrease and keeps $4^{\circ}C$ higher than the temperature of other conditions after 9 seconds. 2. The elapse time of cold stimuli was increased also until 4 seconds and recovered to $20^{\circ}C$ after 4 seconds to 9 seconds. The temperature after 9 seconds was about $2-3^{\circ}C$ lower than the temperature of 2 seconds stimuli, but in case of gold restoration, the high thermal conductivity of gold caused the minimum temperature of $21^{\circ}C$ after 5 seconds and got warm to $23^{\circ}C$ after 9 seconds. 3. The effects of hot stimuli was also investigated with the temperature of $60^{\circ}C$. For 2 seconds stimuli, the temperature increased to $40^{\circ}C$ from the initial temperature of $35^{\circ}C$ after 3 seconds of stimuli and decreased to $30^{\circ}C$ after 9 seconds in the teeth without crown. This temperature was sensitive to surface temperature in the teeth with gold restoration. It increased rapidly to $41^{\circ}C$ from the initial temperature of $35^{\circ}C$ after 2 seconds and decreased to $28^{\circ}C$ after 9 seconds, which showed $13^{\circ}C$ temperature variations for 9 seconds upon the surface temperature. This temperature variations were only in the range of $5^{\circ}C$ by using ZOE in the bottom of cavity and showed maximum temperature of $37^{\circ}C$ after 3 seconds of stimuli.

• KOREAN JOURNAL OF CROP SCIENCE
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• v.66 no.2
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• pp.155-170
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• 2021

Oats (Avena sativa L.) represent a good forage crop for cultivation in regions with short growing periods and/or cool weather, such as the mountainous areas of southern Korea. In this study, using the Korean elite summer oat varieties 'High speed' and 'Dark horse', we aimed to determine the optimal time to plant and harvest forage oats seeded in spring and summer in a mountainous area. Seeds were planted three times from late February and early August at 9- or 10-days intervals, respectively, and plants were harvested three times from late May to October at 10-day intervals. The experiment was carried out in an upland field (Jangsu-gun Jeonbuk) in 2015 and 2016. We investigated the changes in forage yield (FY) and quality [crude protein (CP) and total digestible nutrient (TDN) contents] based on the time of planting and harvest. Neither the forage quality nor yield of either spring and summer oats was significantly influenced by the time of planting. The CP of spring oats harvested three times at 10-day intervals from late May was 12.0%, 8.2%, and 6.5%, thereby indicating a reduction with a delay in the time of harvest. In summer oats, CP ranged from 8.4% to 8.7%, although unlike CP in spring oats, was not significantly influenced by the time of harvest. For both forage types, harvest time had no significant effect on TDN. The FY of spring oats harvested in late May and early and mid-June was 10.2, 18.7, and 19.5 ton ha^-1, respectively, with that of oats harvested on the latter two dates being significantly increased by 83% and 91%, respectively, compared with that in late May. Similarly, the FY of spring oats harvested in late October and early and mid-November was 7.1, 12.5, and 12.1 ton ha^-1, respectively, with that of oats harvested on the latter two dates being significantly increased by 75% and 71%, respectively, compared with that in late October. Taking into consideration forage yield and quality (not less than 8% CP), it would be profitable to plant spring oats in the mountainous areas of southern Korea until March 15 and harvest around June 10, whereas summer oats could be beneficially planted until August 25 and harvested from early November.

• The Korean Journal of Air & Space Law and Policy
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• v.18
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• pp.9-39
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• 2003

The rule of the Warsaw Convention of 1929 are well known and still being all over the world. The Warsaw Convention is undoubtedly the most widely accepted private international air law treaty with some 140 countries. In the international legal system for air transportation, the Warsaw Convention has played a major role for more than half century, and has been revised many times in consideration of the rapid developments of air high technology, changes of social and economic circumstances, need for the protection of passengers. Some amendments became effective, but others are still not effective. As a result, the whole international legal system for air transportation is at past so complicated and tangled. However, the 'Warsaw system' consists of the Warsaw Convention of 1929 the Guadalajara Convention of 1961, a supplementary convention, and the following six protocols: (1) the Hague Protocol of 1955, (2) the Guatemala Protocol of 1971, (3) the Montreal Additional Protocols, No.1, (4) the Montreal Additional Protocol No.2, (5) the Montreal Additional Protocol No.3, and (6) the Montreal Additional Protocol No.4. of 1975. As a fundamental principle of the air carrier's liability in the international convention and protocols, for instance in the Warsaw Convention and the Hague Protocol, the principle of limited liability and a presumed fault system has been adopted. Subsequently, the Montreal Inter-carrier Agreement of 1966, the Guatemala City Protocol, the Montreal Additional Protocol No.3, and the Montreal Additional Protocol No. 4 of 1975 maintained the limited liability, but substituted the presumed liability system by an absolute liability, that is, strict liability system. The Warsaw System, which sets relatively low compensation limits for victims of aircraft accidents and regulates the limited liability for death and injury of air passengers, had become increasingly outdated. Japanese Airlines and Inter-carrier Agreement of International Air Transport Association in 1995 has been adopted the unlimited liability of air carrier in international flight. The IATA Inter-Carrier Agreement, in which airlines in international air transportation agree to waive the limit of damages, was long and hard in coming, but it was remarkable achievement given the political and economic realities of the world. IATA deserves enormous credit for bringing it about. The Warsaw System is controversial and questionable. In order to find rational solution to disputes between nations which adopted differing liability systems in international air transportation, we need to reform the liability of air carriers the 'Warsaw system' and fundamentally, to unify the liability system among the nations. The International Civil Aviation Organization(ICAO) will therefore reinforce its efforts to further promote a legal environment that adequately reflects the public interest and the needs of the parties involved. The ICAO Study Group met in April, 1998, together with the Drafting Committee. The time between the "Special Group on the Modernization and Consolidation of the 'Warsaw system'(SGMW)" and the Diplomatic Conference must be actively utilized to arrange for profound studies of the outstanding issues and for wide international consultations with a view to narrowing the scope of differences and preparing for a global international consensus. From 11 to 28 May 1999 the ICAO Headquarters at Montreal hosted a Diplomatic Conference convened to consider, with a view to adoption, a draft Convention intended to modernize and to integrate replace the instruments of the Warsaw system. The Council of ICAO convened this Conference under the Procedure for the Adoption of International Conventions. Some 525 participants from 121 Contracting States of ICAO attended, one non-contracting State, 11 observer delegations from international organizations, a total of 544 registered participants took part in the historic three-week conference which began on 10 May. The Conference was a success since it adopted a new Convention for the Unification of Certain Rules for International Carriage by Air. The 1999 Montreal Convention, created and signed by representatives of 52 countries at an international conference convened by ICAO at Montreal on May 28, 1999, came into effect on November 4, 2003. Representatives of 30 countries have now formally ratified the Convention under their respective national procedures and ratification of the United States, which was the 30th country to ratify, took place on September 5, 2003. Under Article 53.6 of the Montreal Convention, it enters into force on the 60th day following the deposit of the 30th instrument of ratification or acceptation. The United States' ratification was deposited with ICAO on September 5, 2003. The ICAO have succeeded in modernizing and consolidating a 70-year old system of international instruments of private international law into one legal instrument that will provide, for years to come, an adequate level of compensation for those involved in international aircraft accidents. An international diplomatic conference on air law by ICAO of 1999 succeeded in adopting a new regime for air carrier liability, replacing the Warsaw Convention and five other related legal instruments with a single convention that provided for unlimited liability in relation to passengers. Victims of international air accidents and their families will be better protected and compensated under the new Montreal Convention, which modernizes and consolidates a seventy-five year old system of international instruments of private international law into one legal instrument. A major feature of the new legal instrument is the concept of unlimited liability. Whereas the Warsaw Convention set a limit of 125,000 Gold Francs (approximately US$ 8,300) in case of death or injury to passengers, the Montreal Convention introduces a two-tier system. The first tier includes strict liability up to l00,000 Special Drawing Rights (SDR: approximately US$ 135,000), irrespective of a carrier's fault. The second tier is based on presumption of fault of a carrier and has no limit of liability. The 1999 Montreal Convention also includes the following main elements; 1. In cases of aircraft accidents, air carriers are called upon to provide advance payments, without delay, to assist entitled persons in meeting immediate economic needs; the amount of this initial payment will be subject to national law and will be deductable from the final settlement; 2. Air carriers must submit proof of insurance, thereby ensuring the availability of financial resources in cases of automatic payments or litigation; 3. The legal action for damages resulting from the death or injury of a passenger may be filed in the country where, at the time of the accident, the passenger had his or her principal and permanent residence, subject to certain conditions. The new Montreal Convention of 1999 included the 5th jurisdiction - the place of residence of the claimant. The acceptance of the 5th jurisdiction is a diplomatic victory for the US and it can be realistically expected that claimants' lawyers will use every opportunity to file the claim in the US jurisdiction - it brings advantages in the liberal system of discovery, much wider scope of compensable non-economic damages than anywhere else in the world and the jury system prone to very generous awards. 4. The facilitation in the recovery of damages without the need for lengthy litigation, and simplification and modernization of documentation related to passengers. In developing this new Montreal Convention, we were able to reach a delicate balance between the needs and interests of all partners in international civil aviation, States, the travelling public, air carriers and the transport industry. Unlike the Warsaw Convention, the threshold of l00,000 SDR specified by the Montreal Convention, as well as remaining liability limits in relation to air passengers and delay, are subject to periodic review and may be revised once every five years. The primary aim of unification of private law as well as the new Montreal Convention is not only to remove or to minimize the conflict of laws but also to avoid conflict of jurisdictions. In order to find a rational solution to disputes between nations which have adopted differing liability systems in international air transport, we need fundamentally to reform their countries's domestic air law based on the new Montreal Convention. It is a desirable and necessary for us to ratify rapidly the new Montreal Convention by the contracting states of lCAO including the Republic of Korea. According to the Korean and Japanese ideas, airlines should not only pay compensation to passengers immediately after the accident, but also the so-called 'condolence' money to the next of kin. Condolence money is a gift to help a dead person's spirit in the hereafter : it is given on account of the grief and sorrow suffered by the next of kin, and it has risen considerably over the years. The total amount of the Korean and Japanese claims in the case of death is calculated on the basis of the loss of earned income, funeral expenses and material demage (baggage etc.), plus condolence money. The economic and social change will be occurred continuously after conclusion of the new Montreal Convention. In addition, the real value of life and human right will be enhanced substantially. The amount of compensation for damage caused by aircraft accident has increased in dollar amount as well as in volume. All air carrier's liability should extend to loss of expectation of leisure activities, as well as to damage to property, and mental and physical injuries. When victims are not satisfied with the amount of the compensation for damage caused by aircraft accident for which an airline corporation is liable under the current liability system. I also would like to propose my opinion that it is reasonable and necessary for us to interpret broadly the meaning of the bodily injury on Article 17 of the new Montreal Convention so as to be included the mental injury and condolence. Furthermore, Korea and Japan has not existed the Air Transport Act regulated the civil liability of air carrier such as Air Transport Act (Luftverkehrsgestz) in Germany. It is necessary for us to enact "the Korean Air Transport Contract Act (provisional title)" in order to regulate the civil liability of air carrier including the protection of the victims and injured persons caused by aircraft accident.