• The Journal of the Convergence on Culture Technology
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• v.10 no.2
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• pp.407-417
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• 2024

The objective of this study is to predict and reduce potential damage caused by chlorine gas leaks, a hazardous material, when vehicles transporting it overturn due to accidents or other incidents. The goal is to forecast the anticipated damages caused by chlorine toxicity levels (ppm) and to design effective response strategies for mitigating them. To predict potential damages, we conducted quantitative assessments using the ALOHA program to calculate the toxic effects (ppm) and damage distances resulting from chlorine leaks, taking into account potential negligence of drivers during transportation. The extent of damage from toxic gas leaks is influenced by various factors, including the amount of the leaked hazardous material and the meteorological conditions at the time of the leak. Therefore, a comprehensive analysis of damage distances was conducted by examining various scenarios that involved variations in the amount of leakage and weather conditions. Under intermediate conditions (leakage quantity: 5 tons, wind speed: 3 m/s, atmospheric stability: D), the estimated distance for exceeding the AEGL-2 level of 2 ppm was calculated to be 9 km. This concentration poses a high risk of respiratory disturbance and potential human casualties, comparable to the toxicity of hydrogen chloride. In particular, leaks in urban areas can lead to significant loss of life. In the event of a leakage incident, we proposed a plan to minimize damage by implementing appropriate response strategies based on the location and amount of the leak when an accident occurs.

• Smart Media Journal
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• v.13 no.8
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• pp.79-86
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• 2024

In design studies, there has been extensive prior research on accident and disaster prevention, but it mainly focuses on visualization methods to improve visibility. Most accidents and disasters are caused by human factors. However, there is little design research that considers human characteristics that manifest in dangerous situations. This study aims to identify the concepts and characteristics of safety information design that reflects human traits. It examines the concepts of risk and safety from a social science perspective and looks into human visual information processing from a cognitive neuroscience perspective. Additionally, it explores the relationship between human information processing and accident rates in dangerous situations from a psychological perspective. Based on these analyses, the study distinguishes between conventional information design and safety information design, ultimately identifying the features of safety information design that incorporates human traits. The key findings are as follows: First, information should be presented considering the human tendency to suspend rational judgment in dangerous situations. Second, appropriately dispersing or concentrating attention according to the level of risk can serve as an opportunity to minimize harm. Third, it was found that sensory and perceptual characteristics should be given top priority in the field of risk and safety information design. Through these findings, the study concludes that a design approach that reflects human traits in safety information design can ultimately be a key indicator for improving safety levels.

• Korean Security Journal
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• no.58
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• pp.81-106
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• 2019

This study analyzed safety management system against disasters perceived by local residents of Chungcheongbuk-do and then examined the policy directions to be considered in order for local governments to improve the safety level of residents and build an effective safety management system against disasters. The findings were as follows. First, in their recognition of risks of safety against disasters, recognition on the possibility of the occurrence of natural disasters was higher than that of social disasters or safety accidents. Secondly, also in the aspect of the importance of category of safety management against disasters, they recognized that of natural disasters far higher than others. Third, they showed satisfaction higher than average with basic job performance of local governments related with safety management, whereas they showed relatively less satisfaction with the aspects of check and publicity of risk factors, and short-term restoration system out of phased job performance. Fourth, in the aspect of capability of local governments for safety management against disasters, they rated positively capability of the responsible departments and the professionality, whereas they relatively underestimated the scale or budget of safety-related organizations. Fifth, the policy directions to be taken for safety against disasters by local governments included strengthening of regular education like experience-based training, expansion of education among local residents, more support for relevant facilities and resources, activation of residents-participating campaigns, improvement of apparatus and personnel treatment related with firefighting and security, frequent patrol and oversight, more exercises against disasters. So, to strengthen safety management system against disasters in local governments and build a effective responding system may need to extend programs assisting vulnerable class to safety against disasters, build a community-friendly safety management system, extend the cooperation system by participation of residents, enhance collaboration and support system with safety-related bodies like police, firefighters.

• Journal of the Society of Disaster Information
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• v.18 no.1
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• pp.202-217
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• 2022

Purpose: The recent increased use of Personal Mobility (PM) has been accompanied by a rise in the annual number of accidents. Accordingly, the safety requirements for PM use are being strengthened, but the laws/systems, infrastructure, and management systems remain insufficient for fostering a safe environment. Therefore, this study comprehensively searches the main problems and improvement methods through a review of previous studies that are related to PM. Then the priorities according to the importance of the improvement methods are presented through the Delphi survey. Method: The research method is mainly composed of a literature study and an expert survey (Delphi survey). Prior research and improvement cases (local governments, government departments, companies, etc.) are reviewed to derive problems and improvements, and a problem/improvement classification table is created based on keywords. Based on the classification contents, an expert survey is conducted to derive a priority improvement plan. Result: The PM-related problems were in 'non-compliance with traffic laws, lack of knowledge, inexperienced operation, and lack of safety awareness' in relation to human factors, and 'device characteristics, road-drivable space, road facilities, parking facilities' in relation to physical factors. 'Management/supervision, product management, user management, education/training' as administrative factors and legal factors are divided into 'absence/sufficiency of law, confusion/duplication, reduced effectiveness'. Improvement tasks related to this include 'PM education/public relations, parking/return, road improvement, PM registration/management, insurance, safety standards, traffic standards, PM device safety, PM supplementary facilities, enforcement/management, dedicated organization, service providers, management system, and related laws/institutional improvement', and 42 detailed tasks are derived for these 14 core tasks. The results for the importance evaluation of detailed tasks show that the tasks with a high overall average for the evaluation items of cost, time, effect, urgency, and feasibility were 'strengthening crackdown/instruction activities, education publicity/campaign, truancy PM management, and clarification of traffic rules'. Conclusion: The PM market is experiencing gradual growth based on shared services and a safe environment for PM use must be ensured along with industrial revitalization. In this respect, this study seeks out the major problems and improvement plans related to PM from a comprehensive point of view and prioritizes the necessary improvement measures. Therefore, it can serve as a basis of data for future policy establishment. In the future, in-depth data supplementation will be required for each key improvement area for practical policy application.

• The Korean Journal of Air & Space Law and Policy
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• v.31 no.2
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• pp.3-35
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• 2016

The United States Constitution gives power to the federal district courts to hear admiralty cases. 28 U.S.C. §.133, which states that "The district courts shall have original jurisdiction, exclusive of the Courts of the States, of any civil case of admiralty or maritime jurisdiction." However, the determination of whether a case is about admiralty or maritime so that triggers admiralty jurisdiction was not a simple question. Through numerous legal precedents, the courts have drawn a line to clarify the boundary of admiralty cases. This unique jurisdiction is not determined by the mere involvement of a vessel in the case or even by the occurrence of an event on a waterway. As a general rule, a case is within admiralty jurisdiction if it arises from an accident on the navigable waters of the United States (locus test) and involves some aspect of maritime commerce (nexus test). With regarding to the maritime nexus requirement, the US Supreme Court case, Executive Jet Aviation, Inc. v. City of Cleveland, held that federal courts lacked admiralty jurisdiction over an aviation tort claim where a plane during a flight wholly within the US crashed in Lake Erie. Although maritime locus was present, the Court excluded admiralty jurisdiction because the incident was "only fortuitously and incidentally connected to navigable waters" and bore "no relationship to traditional maritime activity." However, this historical case left a milestone question: whether an aircraft disaster occurred on navigable water triggers the admiralty jurisdiction, only for the reason that it was for international transportation? This article is to explore the meaning of admiralty jurisdiction over aviation accidents at US courts. Given that the aircraft engaged in transportation of passenger and goods as the vessels did in the past, the aviation has been linked closely with the traditional maritime activities. From this view, this article reviews a decision delivered by the Seventh Circuit regarding the aviation accident occurred on July 6, 2013 at San Francisco International Airport.

• Korean Security Journal
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• no.43
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• pp.67-97
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• 2015

In Korea, a single emergency number, such as 911 of the USA and 999 of the UK, does not exist. This issue became highly controversial, when the Sewol Ferry Sinking disaster occurred last year. So, the Korean government has planned to adopt a single emergency number, integrating 112 of the Police, 119 of the Fire and Ambulance, 122 of the Korean Coast Guard, and many other emergency numbers. However, the integration plan recently proposed by the Ministry of Public Safety Security seems to be, what is called, a "partial integration model" which repeals the 122 number, but still maintains 112, 119, and 110 respectively. In this context, the study looks into USA's (diverse) 911 operating system, and subsequently tries to draw general features or characteristics. Further, the research attempts to derive policy implication from the general features. If the proposed partial integration model reflects the policy implications, the model can virtually operate like the 911 system -i.e. a single emergency number system - creating inter-operability between responding agencies such as police, fire, and ambulance, even though it is not a perfect integration model. The features drawn are (1) integration of emergency call-taking, (2) functional separation of call-taking and dispatching, (3) integration of physical facilities for call-taking and dispatching, and (4) professional call-takers and dispatchers. Moreover, the policy implications derived from the characteristics are (1) a user-friendly system - fast but accurate responses, (2) integrated responses to accidents, (3) professional call-taking and dispatching & objective and comprehensive risk assessment, and finally (4) active organizational learning in emergency call centers. Considering the policy implications, the following suggestions need to be applied to the current proposed plan: 1. Emergency services' systems should be tightly linked and connected in a systemic way so that they can communicate and exchange intelligence with one another. 2. Public safety answering points (call centers) of each emergency service should share their education and training modules, manuals, etc. Common training and manuals are also needed for inter-operability. 3. Personal management to enable-long term service in public safety answering points (call centers) should be established as one of the ways to promote professionalism.

• The Journal of the Convergence on Culture Technology
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• v.5 no.4
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• pp.11-21
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• 2019

The purpose of this study is to evaluate the awareness and usability of descending life lines and simple descending life lines for fire situations in the accommodation of the public officials who are responsible for supervising the installation and maintenance of descending life lines and simple descending life lines. The main results of the study are summarized as follows. First, in comparison of the ability to distinguish between descending life lines and simple descending life lines, the majority of female public officers in general administrative services do not have the ability to distinguish between descending lifelines and simple descending life lines, so they should be able to improve their ability to distinguish descending life lines. Also, institutional strategies are needed to regularly receive education through the Safety Experience Center in order to prevent safety accidents such as falling in emergency situations. Second, as a result of verifying reusability of simple descending life lines by gender and occupation, most public officers with the exception of half of the firefighting officers were analyzed as having no ability to reuse the simple descending life lines. Therefore, it is necessary to change the relevant laws so that only the installation of descending life lines which can be used continuously is permitted, except for the simple descending life lines among the evacuation instruments to be additionally installed in each room of the accommodation. Third, in terms of the ability to perceive the maximum load of the descending life lines according to occupation, the perception ability of the rescuers was the highest and the perception ability of the fire service personnel was the lowest. In order to improve the perception abilities of the fire service personnel, it is necessary to strengthen the theoretical and practical education of descending life lines in collective education such as the command-enhancing training which is regularly carried out in fire service academy. Lastly, it is believed that it is more effective to conduct the experience training of the descending life lines by imagining the fire in accomodations rather than other facilities, because it is the location where fires are actually seen the most.

• Korean Journal of Construction Engineering and Management
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• v.24 no.6
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• pp.24-35
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• 2023

Recently, the Ministry of Land, Infrastructure and Transport presented the '6th Construction Technology Promotion Basic Plan' and 'Smart Construction Revitalization Plan (2022.7.20)'. Off-Site Construction (OSC), which involves construction and production of PC (Precast Concrete) and Modular, etc., has advantages in shortening the construction period, reducing costs, improving quality, reducing construction waste, and reducing safety accidents. However, the construction cost is high compared to the traditional RC construction method, which has hindered its utilization and spread. In this study, OSC utilization was improved. An economic analysis indicator and methodology that can support decision-making in the planning and design stages for multi-unit housing were proposed. The factors used in the economic analysis of OSC (based on the PC method) of apartment houses were reviewed. As for the indicators used in the cost and benefit section, 'Construction Period', 'Disaster Occurrence', 'Waste Generation', and 'Greenhouse gas Emission', which reflect the technical advantages of OSC, were derived. In addition, a scenario analysis was conducted based on actual apartment housing case data for the presented economic analysis indicators and benefit calculation standards. The level of benefit that offsets the difference between the existing RC construction method and the construction cost was reviewed. In future studies, it will be necessary to conduct additional case studies to apply the measurement criteria for detailed indicators and supplement the benefit indicators.

• Journal of Korean Society of Forest Science
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• v.56 no.1
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• pp.1-25
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• 1982

Plywood used for construction as a decorative inner material is inflammable and can cause fire accidents. causing destruction of human life and property. To diminish the fire disaster, fire retardant plywood is indeed required. In the methods of manufacturing the fire retardant plywood, a soaking method is occasionally used. However after soaking plywood into fire retardant chemical solutions redrying of soaked plywood is of the utmost importance. In this study 3.5mm and 5.0mm thickness plywoods were selected for fire retardant treatment. Treating solutions were prepared for 20% dilute solutions of ammonium sulfate, monoammonium phosphate, diammonium phosphate, borax-boric acid minalith, and water solution, 1-, 3-, 6-, and 9 hour-soaking treatments in borax-boric acid and minalith, and 6- and 9 hours in the other chemicals were applied and after the treatment hot drying was applied to treated plywoods at $90^{\circ}C$, $120^{\circ}C$ and $150^{\circ}C$ of press temperature. Drying rates, drying curves, water absorption rates of fire retardant chemicals, weight per volume and fire retardant degree of plywood were investigated. The results may be summarized as follows: 1) In the 9 hours-soaking treatment of fire retardants by hot and cold bath method, the chemical retentions of 3.5mm thickness plywood could be attained within the range ($1.125-2.25kg/(30cm)^3$) of minimum retention specification as follows: $1.353kg/(30cm)^3$ in monoammonium phosphate, $1.331kg/(30cm)^3$ in diammonium phosphate, $1.263kg/(30cm)^3$ in ammonium sulfate, $1.226kg/(30cm)^3$ in borax-boric acid. But the chemical retention, $0.906kg/(30cm)^3$, in minalith could not be attained within the range of minimum retention specification. And also in case of 5.0mm thickness plywood, chemical retentions, as $1.356kg/(30cm)^3$ and $1.166kg/(30cm)^3$ respectively, of ammonium sulfate and diammonium phosphate could be attained within the range minimum retention specification, but the other fire retardant chemicals could not. 2) In the 6- and - hours-soaking treatments of 3.5mm and 5.0mm thickness plywood, the drying curve sloped of chemical treated plywood was smaller than that of water treated. The drying rate related to thickness of treated plywood, was about three times as fast in 3.5mm thickness plywood compared with 5.0mm thickness plywood. 3) In the treatment at $120^{\circ}C$ of hot platen temperature, the drying rates of chemical-treated plywood showed the highest quantity in diammonium phosphate of 3.5mm and 5.0mm thickness plywood. But the drying rate of water treated plywood was highest during the 6- and 9 hours-soaking treatments. 4) The drying rate remarkably increased with proportion to increase of the platen temperature, and the values were respectively 1.23%/min., 6.54%/min., 25.75%/min. in hot platen temperature of $90^{\circ}C$, $120^{\circ}C$, $150^{\circ}C$ in 3.5mm thickness plywood and 0.55%.min., 2.49%/min., 8.19%/min. in hot platen temperature of $90^{\circ}C$, $120^{\circ}C$, $150^{\circ}C$ in 5.0mm thickness plywood. 5) In the fire retardant degree of chemical treated plywood, the loss in weight was the smallest in diammonium phosphate, next was in monoammonium phosphate and ammonium sulfate, and the greatest was in borax-boric acid and minalith. And the fire-retardant effect in burning time, flame-exhausted time and carbonized area were greatest in diammouniun phosphate, next were in monoammonium phosphate and ammonium sulfate, and the weakest were in borax-boric acid and minalith.

• Journal of the Korean Wood Science and Technology
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• v.10 no.1
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• pp.5-37
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• 1982

Plywood used for construction as a decorative inner material is inflammable to bring large fire accidents and burn out human life and their properties. To diminish the fire disaster, fire retardant plywood has been required indeed. In the methods of manufacturing the fire retardant plywood the soaking method is occasionally used. However after soaking plywood into fire retardant chemical solutions, redrying of soaked plywood is the most important. In this study, 3.5mm thin and 5.0mm thick plywoods were selected for fire retardant treatment. Treating solutions were prepared for 20% dilute solutions of ammonium sulfate, monoammonium phosphate, diammonium phosphate, borax-boric acid and minalith, and water solution. 1-, 3-, 6-, and 9 hour-soaking treatments were applied and after treatments hot plate drying was applied to those treated plywoods at $90^{\circ}C$, $120^{\circ}C$ and $150^{\circ}C$, of press temperature. Drying rates, drying curves, water absorption rates of fire retardant chemicals, weight per volume and fire retardant degree of plywood were investigated. The results may be summarized as follows: 1. The plywoods treated with ammonium sulfate, monoammonium phosphate and diammonium phosphate and diammonium phosphate showed increase of chemical absorption rate with proportion to increase of treating time, but not in case of the plywood treated with borax-boric acid and minalith. 2. In the treatment of definite time, the absorption rate per unit of volume of plywood showed higher in thin plywood (thickness of 3.5mm) than in thick plywood (thickness of 5.0mm). In both thin and thick plywoods, the highest absorption rate was observed in 9 hour-treatment of ammonium sulfate. The value was 1.353kg/$(30cm)^3$ in thin plywood and 1.356kg/$(30cm)^3$ in thick plywood. 3. The volume per weight of plywood after chemical treatment increased remarkably and. after hot plate drying, the values were to a little extent higher than before chemical treatment. 4. The swelling rates of thickness in chemical-treated plywoods increased similarly with that of water-treated plywood in 1- and 3 hour-treatment of both thin and thick plywoods. But in 6- and 9 hour-treatment, the greater increased value showed in water-treated ply wood than any other chemical, especially in thick plywood. 5. The shrinkage rates after hot plate drying showed the same tendency as the swelling rate, and the rate showed the increasing tendency with proportion to increase of treating time in thick plywood of both chemical and water treatments. 6. Among drying curves, the curves of water-treated plywood placed more highly than chemical-treated plywood without-relation to thickness in 6- and 9 hour-treatment except in 1- and 3 hour-treatment. 7. The drying rate related to thickness of treated plywood, was twice above in thin plywood compared with thick plywood. 8. The drying rate remarkably increased with proportion to increase of the plate temperature and, the values were respectively 1.226%/min., 6.540%/min., 25.752%/min. in hot plate temperature of $90^{\circ}C$, $120^{\circ}C$, $150^{\circ}C$ in thin plywood and 0.550%/min., 2.490%/min, 8.187%/min, in hot plate temperature of $90^{\circ}C$, $120^{\circ}C$, $150^{\circ}C$ in thick plywood. 9. In the treatment at $120^{\circ}C$ of hot plate temperature, the drying rates of chemical-treated plywood showed the highest value in monoammonium phosphate of thin plywood and in diammonium phosphate of thick plywood. But the drying rate of water-treated plywood was highest in 6- and 9 hour-treatment. 10. The fire retardant degree of chemical-treated plywood was higher than that of the untreated plywood as shown in loss of weight, burning time, flame-exhausted time and carbonized area. 11. The fire-retardant effect among fire retardant chemicals were the greatest in diammonium phosphate, the next were in monoammonium phosphate and ammonium sulfate, and the weakest were in borax-boric and minalith.