• Journal of the Korean Society of Safety
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• v.31 no.4
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• pp.156-163
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• 2016

There exists required safety integrity level (SIL) to assure safety in accordance with international standards for every electrical / electronics / control equipment or systems with safety related functions. The SIL is allocated from lowest level (level 0) to highest level (level 4). In order to guarantee certain safety level that is internationally acceptable, application of methodology for SIL allocation and demonstration based on related international standards is required. However, the theoretical and practical study for safety integrity level is barely under way in the domestic railway industry. This research studied not only the global process of SIL allocation to guarantee safety in accordance with international standards for safety related equipment and system, but the quantitative methodology based on international standard and the semi-quantitative methodology as alternative way for SIL allocation. Specifically, the systematic SIL allocation for platform screen door system of railway is studied applying the semi-quantitative methodology in order to save much time and effort compared to quantitative method.

• Journal of the Korean Society of Safety
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• v.30 no.6
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• pp.164-173
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• 2015

There exists required safety integrity level (SIL) to assure safety in accordance with international standards for every electrical / electronics / control equipment or systems with safety related functions. The SIL is allocated from lowest level (level 0) to highest level (level 4). In order to guarantee certain safety level that is internationally acceptable, application of methodology for SIL allocation and demonstration based on related international standards is required. However, application standard differs from every industry in domestic or international for application on mythology for allocation and demonstration of SIL. Application or assessment is not easy since absence on clear criteria or common definition. This research studied not only fundamental concept of SIL required to guarantee safety in accordance with international standards for safety related equipment and system, but different types of methodologies for SIL allocation. Specifically, SIL allocation for Platform Screen Door system of railway is studied applying methodology of severity of accidents and risk graph among different methodologies for SIL allocation.

• Journal of Energy Engineering
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• v.28 no.4
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• pp.29-34
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• 2019

In this study, a quantitative risk assessment was carried out for a hydrogen complex station. The complex fueling station to be evaluated was hydrogen-LPG, and the components of each station were analyzed and the risk was evaluated. The final risk is assessed by individual and societal risks, taking into account the impact of damage and the frequency of accidents. As a result of individual risk calculation for the hydrogen-LPG fueling station that is the subject of this study, the hydrogen-LPG type fueling station does not show the unacceptable hazardous area (> 1 × 10E-3) proposed by HSE. The level of individual risk for both the public and the worker is within acceptable limits. In societal risk assessment, the model to be interpreted shows the distribution of risks in an acceptable range(ALARP, As Low As Reasonably Practicable). To ensure improved safety, we recommend regular inspections and checks for high-risk hydrogen reservoirs, dispensers, tube trailer leaks, and LPG vapor recovery lines.

• Journal of Hydrogen and New Energy
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• v.34 no.3
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• pp.297-306
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• 2023

The frequency of fatal accidents that can occur at hydrogen refueling station was compared with the risk criterion for the general public suggested by the health and safety executive. If hydrogen refueling station meets the accident prevention facility standards presented in KGS Code FP216/217, it was confirmed that the risk of hydrogen refueling station was not at an unacceptable (intolerable) risk level. However, the risk of hydrogen refueling station due to small leak was analyzed as low as reasonably practicable. Therefore, methods for improving the safety instrumented function of hydrogen refueling station were reviewed. It was confirmed that the risk of hydrogen refueling station can be affected by the number of installed safety instrumentation system components, redundant architecture, mission time, proof test interval, etc. And methods for maintaining the risk of hydrogen refueling station at an acceptable risk level have been proposed.

• Proceedings of the Korea Institutes of Information Security and Cryptology Conference
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• 1995.11a
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• pp.51-58
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• 1995

The importance of the risk analysis tool has been recognized and its use also has been emphasized by a number of researchers recently The methodology were examined but neither algorithms nor practical applications have been implemented or practiced in Korea. In this paper, the architecture of the Buddy System, one of the automated risk assessment tools. is analyzed in depth to provide the algorithmic understanding and to promote the development of the risk analysis methodology. The Buddy System mainly uses three main factors of vulnerability, threat and countermeasures as a nucleus of the qualatative analysis with the modified loss expectancy value. These factors are identified and assessed by the separation of duties between the end user and security analyst. The Buddy System uses five axioms as its bases of assessment algorithm and the assessed vulnerability level is strictly within these axioms. Since the In-place countermeasures reduce the vulnerability level up to a certain level. the security analyst may use "what if " model to examine the impact of additional countermeasures by proposing each to reduce the vulnerability level further to within the acceptable range. The emphasis on the qualitative approach on vulnerability leveling is very well balanced with the quantitative analysis that the system performance is prominent.prominent.

• Journal of the Korean Society for Railway
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• v.20 no.4
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• pp.550-557
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• 2017

Owing to the established international standards for reliability and safety management of railways and the third-part conformity assessment implementation, quantitative risk assessment focusing on communication system related to railway safety has being implemented. The quantitative risk assessment starts from the establishment of quantitative RAMS requirements; the risk has to be maintained under an acceptable safety level. This paper introduces the risk assessment process based on international standards ; risk assessment was conducted using failure data for railway facilities for about 5.5 years. In addition, based on the results, a scientific risk management method for railway facilities is suggested.

• Journal of Applied Reliability
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• v.10 no.1
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• pp.73-91
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• 2010

All activities relate to railway traffic involve risk and that these arise from a combination of the nature of operating activities. Proper management system is required to provide the organizational capability to reveal, analyse and address these weaknesses over time and in reasonably practicable ways, which will determine the rate at which risks can be further reduced. This paper presents a systematic risk analysis approach to safety planning and decision making, informed by a range of risk assessment techniques. An railway organization's safety management system is also presented that shows the approaches taken to minimize the external risks, and identify the shared risks and explain how they will be controlled through collaboration with others.

• Journal of the Ergonomics Society of Korea
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• v.24 no.2
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• pp.65-70
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• 2005

Evaluation of repetitiveness for upper extremity intensive tasks is essential to determine the level of risk for upper extremity musculoskeletal disorders at the workplace. However, experimental data available to establish the acceptable levels of repetitiveness for various postures and forces is lacking. The present study examined the maximum acceptable frequencies(MAFs; motions/min.) of shoulder, elbow, wrist, and index finger motions at different forces(1kgf and 4kgf for shoulder, elbow, and wrist; 0.25kgf and 1 kgf for index finger) in sitting. Seventeen right-handed males in 20s without having any history musculoskeletal disorders participated in the MAF experiment. The participants determined their MAFs for the upper extremity motions by using the self-adjustment method and their work pulse(increase in heart rate; beats/min.) and rating of perceived exertion(RPE) were measured when working at MAF. The MAFs of elbow, wrist, and index finger motions for each force level were about 2, 3, and 6 times the corresponding MAF(9 at the high force and 24 at the low force) of shoulder motion and the MAFs at the low force increased about 2 times those at the high force. The work pulses of elbow, wrist, and index finger motions for each force level were 70%, 50%, and 30% of the corresponding work pulse(17 at the high force and 12 at the low force) of shoulder motion and the work pulses at the low force were about 70 % of those at the high force. Lastly, the RPEs of the upper extremity regions were about level 3(moderate) or below.

• Communications for Statistical Applications and Methods
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• v.17 no.3
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• pp.319-326
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• 2010

In this paper, a new group sampling plan for the lot acceptance is proposed for the time truncated life test, which can be utilized when multi-item testers are implemented. The design parameters are found using the two-point approach such that the producer's and consumer's risks are satisfied simultaneously at the acceptable reliability level and the lot tolerance reliability level, respectively. The case of Weibull distribution is described to illustrate the procedure that can be used when the quality level is expressed by a multiple of the specified life. The advantage of the proposed plan is demonstrated by comparing with the existing plan in terms of the sample size required. The tables are constructed and some examples are given to illustrate the procedure developed here.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.290-295
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• 2004

In railway system, the first step of safety managements is the identification of current safety level. Among many safety indexes, risk concept is the prevailing and most effective one in many developed countries for the safety management. But many requirements such as, accident classification rule, risk levels or broadly acceptable regions, safety cost benefit analysis, VPF, equivalent fatality and failure database are needed for the application of risk concept in railway. Basic requirements for the application of risk concept on railway safety improvements are derived in this study.