• Journal of the Society of Naval Architects of Korea
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• v.36 no.3
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• pp.115-121
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• 1999

Marine casualties of dangerous cargo carriers lead to not only the loss of human life and properties, but also marine pollution caused by spilled oil and hazardous cargo. So the prevention of marine casualties and emergence response to minimize pollution are very important problems to be settled. But until now, most of salvage assistance jobs have been done based on rule of thumb without any technical support. It is not easy to cope with the incidents safely and rapidly under the current situation. The purpose of this paper is to develop a systematic and engineering salvage assistance tool available in the casualty sites. This paper contains the construction of salvage system, classification of technical items, and prototype system for the safety assessment. The developed system enable a salvage engineer in his/her salvaging jobs to perform safely and promptly.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.73-80
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• 2004

Recently, many maritime accidents have been increased and the collisions due to human error are given a great deal of proportions out if them We develop the Real-time Collision Risk Monitoring System (CRMS) for the navigational officers to cope with the emergency situation promptly and thus to reduce the probability if casualty. In this study, the risk of collision is evaluated by two kinds if method. The first method is based on Fuzzy algorithm, which evaluates the risk of collision between traffic ships. The second method is based on Environmental Stress (ES) Model, where the total risk if collision is evaluated by the environmental stress felt by human. The developed real-time CRMS has been installed to the ship handling simulator system and its capabilities have been tested through simulator experiments.

• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.531-537
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• 2009

As the Port State Control Inspection recognized that almost marine casualties are caused by human faults rather than vessel's defaults, it has put more emphasis on the qualification of ships' crew and the education required. Accordingly, for shipping companies it is an urgent task to operate effective crew education system that can meet the standards of international agreements and domestic laws. Therefore, this study aims at deriving the attitude of crews of 'S' shipping company on the education and some implication for the effective crew education systems. For this questionnaire survey has been carried out and the data analysed by the respondent groups.

• Journal of Navigation and Port Research
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• v.33 no.1
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• pp.43-50
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• 2009

Recently, many maritime accidents have been increased and the collisions due to human error are given a great deal of proportions out of them We develop the Real-time Collision Risk Monitoring System (CRMS) for the navigational officers to cope with the emergency situation promptly and thus to reduce the probability of casualty. In this study, the risk of collision and grounding is evaluated by two kinds of method. The first method is based on Fuzzy algorithm, which evaluates the risk of collision between traffic ships. The second method is based on Environmental Stress (ES) Model, where the total risk of collision and grounding is evaluated by the environmental stress felt by human. The developed real-time CRMS has been installed to the ship handling simulator system and its capabilities have been tested through simulator experiments.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.6
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• pp.603-612
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• 2017

Accidents associated with hazardous materials, including oil and HNS, in maritime transportation show increasing trend. Therefore, preventive countermeasures for such accidents should be provided. The purpose of this study is to analyze level of risk on human loss and potential damage to environment, using data on domestic marine accidents carrying hazardous materials (2002~2014), and identify high-risk accident types for urgent risk management which needs findings of accident causes and proper mitigation measures. High-risks on human loss are explosion and suffocation, occurred in process of ship maintenance and tank cleaning. On the other hand, high-risk on environmental damage is spill caused by ship accidents (collision, grounding and etc.). Especially, spill occurs during loading operation of oil and HNS onboard a ship. Strict operation supervision/management and safety education/training on a regular basis could prevent accidents, because human factors such as not wearing safety gear and careless cargo handling cause most of the marine accidents.

• Journal of the Society of Naval Architects of Korea
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• v.49 no.3
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• pp.239-246
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• 2012

It is the well-known fact that most part of goods transported are moved on the unfavorable ocean and even a small amount of accident on sea is extremely dangerous for human lives, financial losses, and social responsibility. Among the several causes of accidents, those by fire have occurred frequently and their damage has been highly serious. The aim of this paper is to assess the risk of fires due to oil leakage in the machinery space. To define the possible fire scenario, our team has performed the search of casualty database and reviewed the previous and various studies in the field. As a result, it is noted that the quantitative risk of the fire scenario have been evaluated on the ground of the FSA risk model. The expected frequency of a fire amounts to incidents during the life of a ship, and the expected financial damage amounts to 5,654 USD per a ship. By adopting Safety Instrumented System (SIS) introduced in IEC 61508 and IEC 61511, SIS model is designed to prevent oil leakage fire as a risk reduction method. It is concluded that System Integrity Level (SIL) 1 seems to be appropriate level of SIS.

• Fire Science and Engineering
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• v.29 no.5
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• pp.14-22
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• 2015

This thesis is based on the study of necessity of an addressable emergency broadcasting system to improve evacuation performance in order to minimize human casualty by avoiding the initial evacuation after fires such as the multi-unit dwelling fire in Euijeongbu in 2015. To minimize the damage from fire generated in a complex internal structure such as modern buildings, introduction of adaptable emergency broadcasting system, could increase the efficiency of evacuation by preventing of initial mistaken evacuation directions by alerting the accurate location of fire to the occupants, is needed. As such, this study designed and fabricated the addressable emergency broadcasting system using the existing addressable system. Its performance was compared with a conventional emergency broadcasting system to confirm the necessity of the addressable emergency broadcasting system to improve evacuation performance. The test result showed that the addressable emergency broadcasting system decreased the evacuation time by up to 30.3% in a small-scale model evacuation performance experiment, up to 54.6% in a hallway evacuation performance experiment compared to the conventional emergency broadcasting system.

• Journal of the Korean Society of Hazard Mitigation
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• v.8 no.4
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• pp.17-22
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• 2008

Including heat wave, Climate change caused 150,000 casualty in 2000 and heat waves are meteorological events that pose a serious threat to human health. A heat wave is defined as "a period of abnormally and uncomfortably hot and usually humid weather". There is a need for the prevention of health effects due to weather and climate extremes. This study intends to propose the necessity of Response System to correspond to extreme heat. And this research focused on Cooling Center manual of facility and maintenance for extreme heat disaster. It would be useful to be planned based on community and to be taken a role as an E.O.C.(Emergency Operating Center). As a conclusion elderly watching system and the requirements regional cooling center facility was proposed.

• Korean Security Journal
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• no.14
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• pp.109-123
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• 2007

Traffic terror is one of the terror types subject on transportation means. However, unlike the aircraft or ship, there is no case of negotiating with passengers as hostage but to unconditionally attack that the human casualty would be much greater. In act, the terror on subway or bus would have much bigger damage than the terror on aircraft or ship. Because of such fact, there is a need for full preparation thereto, however, there is no preparation of advance preventive measure, particularly, when comparing to the cases involving aircraft. In addition, the passengers who use railway and others in the position of citizens do not have any defense mechanism against any terror activity to make the problem even more serious. Therefore, in order to prevent traffic terror, the first thing is to implement the identity confirmation of passengers, followed by the through search of cargos of the passengers, supplement the capability against the terror by the security team members, strengthen the responsive capability of citizens, thorough check on facilities, expansion of social security network and others. All terrors are within the reach of our neighborhood at the time when we neglect it, and the most secured and safe way to prevent the terror is to check and prepare at all times beginning from our familiar facilities or means.

• Journal of the Korean Institute of Navigation
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• v.24 no.1
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• pp.13-22
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• 2000

The collisions at sea among marine casualties are not reduced as the tonnage and speed of ship's increase as well as the traffic quantity increase at sea, in spite of the improvement of nautical equipment, enforcement of crew's education and training as well as improvement of quality standard according to the implementation of ISM code. The measures to prevent the collisions at sea are simple, and are composed of six stage.: The first stage is that the officer on duty detect the target from his eye or radar information. The second stage is determining the type and kind of target-ship. The third stage is target tracking; calculation of target speed, course, CPA and TCPA from radar information or visual check. The fourth stage is determination of vessel in danger after calculation of third stage. The fifth stage is the judgement of situation if own ship is stand-on or give way vessel according to the 1972 COLREG. The last stage is to carry out proper action according to 1972 COLREG, under the circumstances. But by the case, the situations are so different under the different external conditions; for example, natural/navigational conditions, crew's human factors, ship's particular, rule or regulation, management system on board, the condition of watch keeping. Therefore the reasons and casualties are so complicated. This study aims to investigate the collision casualty at sea which needs to clarity all these causal factors of afore-mentioned, and to analyze the causes of problems so as to utilize them to establish the measures of preventing marine accidents. This study, described the concepts of causal factors into three groups; environmental factor, and company/on board management system and navigator's act. Also described how to investigate and analyzes the casual factors. Even though it was described in this paper how to detect the causal factors and reasons of collisions, and how to analyze the inter-relation of each causal factors, it is necessary to do further study how to analyze between the liability of concerned parties and the casual factors involved.