• Journal of Korean Academy of Nursing
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• v.2 no.1
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• pp.87-96
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• 1971

This Study was undertaken to evaluate the present health status and fatigue of the workers in T. Industrial Company in Pusan in Jan. 1971. The results were based on a question are from 354 working girls. The results of this study are as follows: 1. The largest portion of the workers, 20.2% of the questioned employees, were observed to lie at age 20. 2. Regarding their formal education, 76.0% of them had completed middle school. while only 7. 1% had graduated from high school, . 3. 63.0% receive 7-8 hrs. of sleep a day while 18.4% receive S-6 hrs. of sleep a day. 4. 36.4% spend leisure time reading: while 15.5% spend it resting and thinking. 5. 53.8% of them live in the company′s dormitory and 31.6% live at home. 6. Time spent in travel to work: 32.8% spent 40-49 min., 23.6% spent 10-29 min. 7. The shift times were reported as: 44.1% wonting from 8 A.M. to 4 P.M. and 33.9% working from 6. A.M. to 2. P.M. which is what they are doing now. 8. Regarding symptoms of fatigue: 1) Physical symptoms were: 48.3% complained of "feeling bean in the legs, ", and 39.3% complained of "general exhaustion. " 2) Psychological symptoms were: 37.6% said that "it is boring to talk"and 26.3% said" they had a desire to be alone". 3) Nitrogenic symptoms were 49.7% complained of "asthenopia"and 37.0% complained of"vertigo and "staggering legs". 9. When asked about the most fatiguing time during work, the following information was reported: 25.2% felt the first hour in the morning was most fatiguing while 22.9% felt the sixth hour in the evening, and 22.8% eelt the fifth hour at night was. 10. 38.4% complained of sleepiness at 3 A.M. and 35.0% at 4 A.M. during night work. 11. 38.1% found Sunday the most fatiguing work day and 20.% found Monday. 12. The results of the effects of their work on certain diseases: 51.1% showed those with anemia as most effected by work. 13. In their Response to the question, "do you eat breakfast\ulcorner"57.0%, the largest portion, answered, " none at all ": 36.3%, enough. 14. Regarding the accident rate relating to the length of time employed at the company 28.5% was the highest accident rate from 5year to 6 year. As a result of this study, it could be concluded that the employer should consider the following points: 1. employ according to the worker′s vocational aptitude. 2. adjust the shifts. 3. offer rest time and off days, and establish recreational facilities. In the end we can contribute to the promotion of the workers of the workers and to the prevention of accidents due to industrial fatigue.

• Journal of the Ergonomics Society of Korea
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• v.35 no.5
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• pp.371-381
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• 2016

Objective:This study aims to evaluate the features of heart rate variability (HRV) and respiratory signals as indices for a driver's drowsiness and waking status in order to develop the classification model for a driver's drowsiness and waking status using those features. Background: Driver's drowsiness is one of the major causal factors for traffic accidents. This study hypothesized that the application of combined bio-signals to monitor the alertness level of drivers would improve the effectiveness of the classification techniques of driver's drowsiness. Method: The features of three heart rate variability (HRV) measurements including low frequency (LF), high frequency (HF), and LF/HF ratio and two respiratory measurements including peak and rate were acquired by the monotonous car driving simulation experiments using the photoplethysmogram (PPG) and respiration sensors. The experiments were repeated a total of 50 times on five healthy male participants in their 20s to 50s. The classification model was developed by selecting the optimal measurements, applying a binary logistic regression method and performing 3-fold cross validation. Results: The power of LF, HF, and LF/HF ratio, and the respiration peak of drowsiness status were reduced by 38%, 22%, 31%, and 7%, compared to those of waking status, while respiration rate was increased by 3%. The classification sensitivity of the model using both HRV and respiratory features (91.4%) was improved, compared to that of the model using only HRV feature (89.8%) and that using only respiratory feature (83.6%). Conclusion: This study suggests that the classification of driver's drowsiness and waking status may be improved by utilizing a combination of HRV and respiratory features. Application: The results of this study can be applied to the development of driver's drowsiness prevention systems.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.7
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• pp.897-903
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• 2010

Used gas to the vehicle fuel are the problems of the 'survival' beyond the 'quality of life' improvements and revive a new paradigm of 'sustainable development' which pursues economic development in harmony with environmental conservation. However, the fatalities caused by explosions and fires increases every year with the increase in the use of LPG; gas accidents in large-scale storage facilities also cause severe damage to property. In this study, a suitable storage tank is designed in which the surface area of the fuel exposed to flames is minimized in order to prevent explosions; thus, the occurrences of explosions in underground storage tanks can be minimized. According to the optimum design of storage tank obtained in this study, underground containment space was minimized; the minimized diameter and length of a 20-ton storage tank was 3 m and 4.83 m, respectively. Thus, safety was ensured since surface area exposed to flames decreased by 89.4%, which is less than the exposed surface area in the currently used storage tanks.

• Fire Science and Engineering
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• v.25 no.5
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• pp.119-127
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• 2011

Because of most notably the increase in vehicular traffic in Korea, as measured by highway transport usage, relief is being sought by expanding the construction of highways after 1970s'. These highways have opened up over 70 % of the mountainous areas in Korea's country side which includes the construction of tunnels. Currently there are 607 tunnels installed that are being maintained and by 2015, under the next medium-term plan, Korea will build an additional 440 tunnels. In addition, the use of 1,000m double-pole tunnels is expected to increase significantly in 256 locations. There is no doubt that these tunnels will relieve traffic congestion and aid improved communications, but halfclosed underground highway tunnels in particular are required to reduce tunnel fires caused by poor vehicle maintenance, and other factors such as speeding motorists that increase the number of vehicular accidents. Double-pole tunnels in 1,000m length over require vehicle drivers to be more cautious in terms of the continuous speed limit, judged by how devastating most of car-crash fires within these tunnels can be. In order to prevent these disasters, a full-length tunnel speed enforcement system should be considered mandatorily in legal clauses.

• Korean Journal of Social Welfare
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• v.37
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• pp.119-141
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• 1999

Korea paid attention to the work injury insurance in the early economic development stage as other developed countries did. Thus "The industrial Accident Compensation Insurance Law" was legislated in 1963 and it is now expanded to apply to the workplace with five or more employees. Beside the low coverage of the number of employees, the scope of benefits are the problem of work injury insurance. The work injury insurance's main benefits are for the loss of income and the medical cost caused by occupational accidents. On the other hand, the investment on the prevention accident and the medical, social and employment rehabilitation is very low, even though the occupational accident pension is higher than that in other OECD countries. Practically lay-off benefits and survivor' benefit for some special workers are paid more than they need, therefore they want to remain under the benefit condition and the medical care days are longer. This paper indicates the problems of work injury insurance and suggest how to improve the functions of it.

• The Korean Journal of Emergency Medical Services
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• v.11 no.1
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• pp.27-40
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• 2007

Even now, 119 rescue services have dissatisfactory aspects in operation, system and equipments as discussed above, It is the most urgent subject to systemize rescue services so that they can be suitable for our status, for we will make 21C welfare state come true before long. So, this author suggest that the followings have to be raised to activate 119 rescue service. 1) Bring up experts and offer high-quality rescue service 2) Prepare more up-to-date equipments 3) Operate transfer joint organizations 4) Promote the ability to meet with a press at the time of rescue service activities 5) Adjust regulations related to rescue services 6) Make up for a countermeasure to traffic accidents of ambulances 7) Adjust regulations making it mandatory to establish heliport at the target on hospitals more than a defined scale 8) Install more rescue service teams 9) Educate and train officials belonging to briefing rooms, where the officials with long experiences are arranged 10) Minimize the time for rescue team to reach fields 11) Establish legal protection system for rescue the team Nowadays, our country operates the department of fire fighting and rescue services without great difficulty, even though the circumstances are bad - insufficient members and the inferior circumstances. All of the fire fighting officials are given heavy duties in bad circumstances, and so are the team of rescue service. The rescue service team, taking charge of some emergency medical system, do a fire fighting inspection as a non-duty service, though they are scanty of sleep due to prevention and protection services of the fire fighting service team. But, they can not engage in rescue services completely and have to deal with miscellaneous duties. So they can not offer professional emergency medical services. But now, almost every fire fighting organization, belonging to National Emergency Management Agency, are separating rescue services, which shows a lot of good results. People recognize rescue services to get better and better gradually and the demands for this rescue services increase. So, this is the best time when rescue service teams should offer qualitative services rather than quantitative services. The people will recognize this rescue service team to be an organization sacrificing and serving for them. However well institutes and operation systems should be established, the rescue service team can not come true their aim without strong wills that they will serve and sacrifice themselves for people from their hearts. In addition, it is essential for the officials in charge of policies about emergency medical services to have a concernment on and practice the policy without failure.

• 대한공업교육학회지
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• v.42 no.1
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• pp.1-29
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• 2017

The purpose of this study was to investigate the vocational identity through the reflection of the major experience as the teacher through the life history of the technical high school. In order to achieve the purpose of this study, two technical high school mechanical and career teachers were selected as research participants and in-depth interviews were conducted with them. The data obtained through the in-depth interviews were analyzed through six steps. Six major experiences of the participants were identified as results of the research: (1) the experience of trying to train the specialist of precision machining in the beginning of teacher's life, (2) experience as a skill competition team teacher, (3) experience of innovating public education by introducing new industry field, (4) experience of constant learning new field and sharing with colleagues, (5) experience in the rapid change of the status of technical high school, (6) experience in the prevention of students' safety accidents and maintenance of the practice field. Through these educational experiences, each research participant was forming one's vocational identity as a mechanical teacher. The vocational identity of the research participants were identified as follows: (1) identity drifting phase, (2) identity stability stage, (3) transition stage of the teacher role, (4) suspended stage to preserve identity, (5) identification sublimation stage, (6) identification of the true meaning of the teacher, and integration of the identity. Through these six steps, their identities were formed, strengthened and changed at each stage.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.5D
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• pp.727-737
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• 2011

The emergency restoration scenarios for efficient railway accident management and restoration were developed. The emergency restoration procedures defined by the worst case of emergency restoration and the important events was proposed based on questionnaires from specialists and the result of survey. Via these studies, the railway accident in the tunnel could be the worst case among all railway accident types. Therefore, educations for a restoration team in confined area condition should be planned and performed to recover the worst case accident. In order for the emergency restoration, when a railway accident is occurred, the restoration should be performed in orders of handing collapse of facilities, burying track, and derailment of vehicle in tunnel based on the statistical analysis. The result of priorities were established by the period of restoration. The standard operation system for efficient railway accident management was developed by synthesizing the worst case for rapid emergency restoration, and important events for the standard operation procedures according to each emergency restoration type. Through this study, the restoration operation system of railway accident are recommended. This paper suggests to develop emergency restoration scenarios for the efficient railway accident management and recovery system. The study results will contribute not only for insuring punctuality, but also for minimizing delays from accidents. Therefore, emergency restoration scenarios will play a major role in the SOP for the damage limitation and the prevention of accident spread.

• Journal of the Korean Institute of Navigation
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• v.19 no.2
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• pp.77-97
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• 1995

The protection of the marine environment is one of the main international legal problems in recent years. In parallel with the industrial development, a great quantity of chemical materials were used and in consequence, mass transportation of oil and other dangerous materials was required on the one hand, and discharge of industrial wasters drew also the attention on the other hand. Furthermore, oil tankers accidents, mass use of nuclear materials, sea-bed exploration and exploitation stimulated further deep human concern on the marine environment. The expansion of international concern to new and more dangerous sources of marine pollution regarded more strict and legal control on the Oil Tanker(DWT 95, 000tons, Cb=0.805) model. Calculation results are compared to the international, especially regional level. In particular, this study is concerned with the preservation of the Northeast Asian Seas surrounded by Japan, the Russian Far East, South Korea, North Korea, China and Taiwan. These adjacent countries must intensify cooperation regarding the prevention, reduction and control of the contamination of the sea. And this cooperation between the States concerned should, as much as possible, be aimed at maximizing the effectiveness of measures to prevent or abate transboundary environmental pollution. To achieve this purpose, States concerned should be imposed upon duties such as duty to assess the environmental impact, duty to inform, duty to consult and duty to assist on the basis of general principle of international law, international customary law and other various resolutions of international bodies. Depending on the nature and extent of actual or potential transboundary pollution with the use of a natural resource or the environment in general the establishment of some form of institutionalized cooperation between the States concerned may become useful or indispensable. The functions of this Organization are, inter alia, to keep the implementation of the Convention and the protocals under continuous observation, to make recommendations on regional or sub-regional rules and standards to be elaborated and on measures to be taken by the Contracting Parties, to be notified of any grave and imminent danger from pollution or threat of pollution by the Contracting Parties and to promote in close cooperation with appropriate governmental bodies additional measures to protect the marine environment of the Northeast Asian Seas, and so on. Above mentioned countries, first of all, are located within the Northeast Asian Seas geographically and, therefore, take responsibilities of preserving the clean sea against marine interferences regardless of any difference of the social, political and economic systems. They must be followed under the UNCLOS and other marine conventions. Under the present circumstances, Northeast Asian Seas will become dead seas in case that there is no instant and prompt action against pollution. Hence we have an absolute obligation to promote the development of the mandatory international environmental law, which in turn can faciliate more effective implementation of the regional cooperation by the neighbouring states within this area.

• Korean Journal of Construction Engineering and Management
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• v.16 no.3
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• pp.68-77
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• 2015

One of recent concerns for super-tall buildings is how to manage hoisting plans and equipment efficiently. Disasters are frequently occurred in relation to electromotive hoists and cranes which are commonly used in construction sites. For construction lifts, particularly, it is highly important to conduct regular inspections or prepare against breakdown in terms of safety. However, unfortunately the reality is that regular inspections are only flatly conducted according to operating hours only. A lift, whose life span is subject to the complicated considerations such as operating hours, loading condition, and the like of each component, is far too invalid as a means of maintenance. As a way to resolve this problem and improve its convenience and safety for users, this study intends to calculate individual inspection interval for the main components of lifts by measuring their actual operating hours with sensing technology and analyzing their historical data. The findings of study include calculation of inspection intervals for the main components of lifts and classification of components to check by the actual operating hours of lift (40, 90, 130, 400 hours), which are drawn up into tables. This will make an opportunity to suggest efficient maintenance measures by enabling prevention of safety accidents and enhancement of safety for workers. Also, it will lead to increasing productivity of works by eliminating sources of delaying the term due to the breakdown of lifts.