• Proceedings of KOSOMES biannual meeting
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• 2005.05a
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• pp.111-118
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• 2005

The Protocol adopted in Sep. 1997 included the new Annex VI of MARPOL 73/78, which will enter into force on 19 May 2005. MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of volatile organic compound (VOCs) from oil tanker in port and oil terminal. This study was conducted to find out countermeasures for the new Annex VI of MARPOL 73/78 and draw up a feasible management plan. The emission quantity of NOx and SOX from ships in Ulsan Port was calculated by U.S. EPA and Japan Marine Engineering emission factors of air pollutant from ship exhausts. In addition, volatile organic compound (VOCs) from oil tanker during the loading and discharging period, also calculated.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.27 no.3
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• pp.90-97
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• 2019

The International Civil Aviation Organization(ICAO) recently established the Global Aviation Safety Plan(GASP) for national aviation safety management, along with the enactment of Annex 19, Safety Management System(SMS). ICAO require the establishment of the 'States Safety Programs(SSP)' for countries with excellent safety evaluation, including Korea, and the establishment of aviation safety supervision systems for all Contracting States by 2017 under the enactment of ICAO Annex 19. Required. The Ministry of Land, Infrastructure, and Transport has continuously invested in R&D to secure such aviation safety systematically, and is making efforts to develop and disseminate related technologies by establishing long-term R&D roadmaps. A study on aviation safety supervision among the system-based aviation safety supervision support technology development R&D project, which is underway as part of the aviation safety technology development project of the Ministry of Land, Infrastructure and Transport. We conducted a study to see if this methodology logically guarantees reasonableness.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.3-32
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• 2014

Safety Management System is the aviation industry policy for while operating the aircraft, to ensure the safety crew, aircraft and passengers. For operating a safe aircraft, in order to establish the international technical standards, the International Civil Aviation Organization has established the Annex 19 of the Convention on International Civil Aviation. As a result, member country was supposed to be in accordance with the policy of the International Civil Aviation Organization, to accept the international standard of domestic air law. The South Korean government announced that it would promote active safety management strategy in primary aviation policy master plan of 2012. And, by integrating and state safety programmes(ssp) and safety management system(sms) for the safe management of Annex 19 is to enforce the policy on aviation safety standards. State safety programmes(ssp) is a system of activities for the aim of strengthening the safety and integrated management of the activities of government. State safety programmes(ssp) is important on the basis of the data of the risk information. Collecting aviation hazard information is necessary for efficient operation of the state safety programmes(ssp) Korean government must implement the strategy required to comply with aviation methods and standards of the International Civil Aviation Organization. Airlines, must strive to safety features for safety culture construction and improvement of safety management is realized. It is necessary to make regulations on the basis of the aviation practice, for aviation safety regulatory requirements, aviation safety should reflect the opinion of the aviation industry.

• The Korean Journal of Air & Space Law and Policy
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• v.27 no.1
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• pp.29-73
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• 2012

Aviation safety is the State and industry's top priority and more scientific approaches for fatigue management should be needed. There are lately various studies and regulation changes for crew fatigue management with ICAO, FAA and EASA. ICAO issued the provisions of fatigue management for flight crew since 1st edition, 1969, of Annex 6 operation of aircraft as a Standards and Recommended practice(SARPs). Unfortunately, there have been few changes and improvement to fatigue management provisions since the time they were first introduced. However the SARPs have been big changed lately. ICAO published guidance materials for development of prescriptive fatigue regulations through amendment 33A of Annex 6 Part 1 as applicable November 19th 2009. And then ICAO introduced additional amendment for using Fatigue Risk Management System (FRMS) with $35^{th}$ amendment in 2011. According to the Annex 6, the State of the operator shall establish a) regulations for flight time, flight duty period, duty period and rest period limitations and b) FRMS regulations. The Operator shall implement one of following 3 provisions a) flight time, flight duty period, duty period and rest period limitations within the prescriptive fatigue management regulations established by the State of the Operator; or b) a FRMS; or c) a combination of a) and b). U.S. FAA recently published several kinds of Advisory Circular about flightcrew fatigue. U.S. passed "Airline Safety and FAA Extension Act of 2010" into law on August 1st, 2010. This mandates all commercial air carriers to develop a FAA-acceptable Fatigue Risk Management Plan(FRMP) by October 31st, 2010. Also, on May 16, 2012, the FAA published a final rule(correction) entitled 'Flightcrew Member Duty and Rest Requirements; correction to amend its existing prescriptive regulations. The new requirements are required to implement same regulations for domestic, flag and supplemental operations from January 4, 2014. EASA introduced a Notice of Proposed Amendment (NPA) 2010-14 entitled "Draft opinion of the European Aviation Safety Agency for a Commission Regulation establishing the implementing rules on Flight and Duty Time Limitations and Rest Requirements for Commercial Air Transport with aeroplanes" on December 10, 2010. The purpose of this NPA is to develop and implement fatigue management for commercial air transport operations. Comparing with Korean and foreign regulations regarding fatigue management, the provisions of ICAO, FAA, EASA are more considering various fatigue factors and conditions. Korea regulations should be needed for some development of insufficiency points. In this thesis, I present the results of the comparative study between domestic and foreign regulations in respect of fatigue management crew member. Also, I suggest legal proposals for amendment of Korea Aviation act and Enforcement Regulations concerning fatigue management for crew members. I hope that this paper is helpful to change korea fatigue regulations, to enhance aviation safety, and to reduce the number of accidents relating to fatigue. Fatigue should be managed at all level such as regulators, experts, operators and pilots. Authority should change surveillance mind-set from regulatory auditor to expert adviser. Operators should identify various fatigue factors and consider to crew scheduling them. Crews should strongly manage both individual and duty-oriented fatigue issues.

• Journal of the Korean housing association
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• v.19 no.2
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• pp.105-114
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• 2008

This study is conducted to investigate the organization of Cheongunri in Cheong-song, as well as the characteristics of folk houses. In this study, 82 folk houses, including the villages, are surveyed; among them, 15 houses are intensively analyzed in terms of the structure of plane and the arrangement of space. The focus of study is on discovering an internal order system of villages and tracing a relationship between the characteristics of houses and the environmental factors. According to the results of the study, an Intrinsic order in Cheongunri is found to be related to the mountain axis, the road system, and the flow axis; and the form of folk houses is also found to be influenced by this order. The major characteristics of folk houses can be summarized as follows: (1) Most of the houses face east along the mountain axis, whereas houses influenced by the flow axis tend to face south. (2) The side of houses tend to be open to the outside, showing external directionality. This characteristic seems to be closely related to the direction of the main gate in a house site. (3) The layout of the main quarters and the annex quarters is found to be related to the direction of the main gate in a house site. Especially, the characteristics of courtyard are found to be affected by the annex quarters. From the above results, it can be concluded that villages have an intrinsic order depending on the geographic characteristics of a surrounding natural environment, and folk houses have also changed accordingly.

• Journal of the Korean Society for Railway
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• v.20 no.1
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• pp.11-19
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• 2017

Since operation of railway trains is a major source of particle pollution in tunnel air, a particle removal device can be an effective measure to remove wear particles. To obtain design conditions of the particle removal device that will be installed underneath the railway trains, the wind speed and particle concentration underneath the trains were investigated using a three-dimensional ultrasonic anemometer and a DustTrak aerosol monitor, respectively. The measurements were made for the trains running on Seoul Metropolitan Subway Line 5 on February 10, 2015. The data were analyzed according to the track geometry (straight, curved) and train speed pattern (acceleration, cruising, and deceleration) between stations. Train speed was also analyzed. The average wind speed and $PM_{10}$ concentration underneath the trains were ~30% of the train speed and ${\sim}200{\mu}g/m^3$ for both straight and curved sections. Average $PM_{10}$ concentration for deceleration sections was higher than that for acceleration sections.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.101-127
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• 2017

Even with the most advanced aviation technology benefits, aircraft accidents are constantly occurring while air passenger transportation volume is expected to double in the next 15 years. Since it is not possible to secure aviation safety only by the post aircraft accident safety action of accident investigations, it has been recognized and consensus has been formed that proactive and predictive prevention measures are necessary. In this sense, the aviation safety management system (SMS) was introduced in 2008 and has been carried out in earnest since 2011. SMS is a proactive and predictive aircraft accident preventive measure, which is a mechanism to eliminate the fundamental risk factors by approaching organizational factors beyond technological factors and human factors related to aviation safety. The methodology is to collect hazards in all the sites required for aircraft operations, to build a database, to analyze the risks, and through managing risks, to keep the risks acceptable or below. Therefore, the improper implementation of SMS indicates that the aircraft accident prevention is insufficient and it is to be directly connected with the aircraft accident. Reports of duty performance related hazards including their own errors are essential and most important in SMS. Under the policy of just culture for voluntary reporting, the guarantee of information providers' anonymity, non-punishment and non-blame should be basically secured, but to this end, under-reporting is stagnant due to lack of trust in their own organizations. It is necessary for the accountable executive(CEO) and senior management to take a leading role to foster the safety culture initiating from just culture with the safety consciousness, balancing between safety and profit for the organization. Though a Ministry of Land, Infrastructure and Transport's order, "Guidance on SMS Implementation" states the training required for the accountable executive(CEO) and senior management, it is not legally binding. Thus it is suggested that the SMS training completion certificates of accountable executive(CEO) and senior management be included in SMS approval application form that is legally required by "Korea Aviation Safety Program" in addition to other required documents such as a copy of SMS manual. Also, SMS related items are missing in the aircraft accident investigation, so that organizational factors in association with safety culture and risk management are not being investigated. This hinders from preventing future accidents, as the root cause cannot be identified. The Aircraft Accident Investigation Manuals issued by ICAO contain the SMS investigation wheres it is not included in the final report form of Annex 13 to the Convention on International Civil Aviation. In addition, the US National Transportation Safety Board(NTSB) that has been a substantial example of the aircraft accident investigation for the other accident investigation agencies worldwide does not appear to expand the scope of investigation activities further to SMS. For these reasons, it is believed that investigation agencies conducting their investigations under Annex 13 do not include SMS in the investigation items, and the aircraft accident investigators are hardly exposed to SMS investigation methods or techniques. In this respect, it is necessary to include the SMS investigation in the organization and management information of the final report format of Annex 13. In Korea as well, in the same manner, SMS item should be added to the final report format of the Operating Regulation of the Aircraft and Railway Accident Investigation Board. If such legal and institutional improvement methods are complemented, SMS will serve the purpose of aircraft accident prevention effectively and contribute to the improvement of aviation safety in the future.

• Architectural research
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• v.19 no.3
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• pp.53-61
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• 2017

This study aims to understand and analyze the social recognition and debate shown during the progress of the Asian Culture Complex (ACC) public project as well as the environmental evaluation performed by provincial community members. A 30-question survey based on a Likert scale was conducted with 150 experts. The study showed, first, that despite controversies over landmarks and historical locations, the quality of the architect's first draft was considered fairly high. However, vibrant landmarks were greatly desired. Furthermore, respondents reported conflicting recognitions of the same concept, which were defined differently depending on the terms and concepts used by the architect. Second, historical locations were considered important. The architects' final design was modified based on quality and in response to social pressure, resulting in the partial retention of the provincial government annex building. Although the first draft was considered to be of high quality, the modified plan was considered even better than the original design, revealing the 2-fold characteristics of the identical phenomenon in the environmental evaluation. Third, many groups held opinions that were balanced between the architects' originality and the value of community-based recognition; hence, the social inclination and evaluation of the project differed across the public.

• Journal of Welding and Joining
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• v.34 no.5
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• pp.19-25
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• 2016

Global warming is hot issue to keep the earth everlastingly. Despite the increase of the world population and the energy demand, the world oil supply and the oil price are hold the steady state. If we are not decrease the world population and the energy consumption, unforeseeable energy crisis will come in the immediate future. AMT acronym of Advanced Materials for Transportation is a non-profitable IEA-affiliated organization to mitigate the oil consumption and the environment contamination for the transportation. In recent, Annex X Multi-materials Joining was added to enhance the car body weight reduction cause the high fuel efficiency and the low emission of exhaust gas. Multi-materials are the advanced materials application technology to optimize the weight, the performance and the cost with the combination of different materials such as Al-alloy, Mg- alloy, AHSS and CFRP. In this study, the trends of AMT strategy and Al-alloy based multi-materials joining technology were review. Also several technologies for Al-alloy dissimilar joining were investigated.

• Journal of agricultural medicine and community health
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• v.22 no.1
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• pp.43-48
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• 1997

To exam infestation rate and removal rate of head louse, we did delousing at 27 primary schools and 19 kindergartens established as an annex to the primary school in Namwon-shi, Jollabuk-do, Korea, from May to December 1995. Total of 3123 subjects were examined ed for the presence of head lice and nits The overall infestation rate was 9.6%, 9.5% in primary school children and 10.1% in kindergarten children. Among 299 infested children, 55 children evaluated by live nit had louse, and 79 children had dead nit. According to distractive research, Ibaek-myon and Songdong-myon revealed high infestation rate of 27.3%, and 21.7% respectively. Infestation rate of primary school was 0 to 50.9%, kindergarten was 0 to 100%. Infestation rate of female children were higher than male in all grades. When we executed one time treatment with PARA$^{(R)}$ aerosol(bioallethrin with piperonyl butoxide), treatment rate of 65.1% was examined, 82.8% was examined in three times of treatment. We concluded that 3 times of treatments interval of 14 days were more effective than one time in the case of treatment of only infested children. In order to prevent the spread of head lice, education of school hygiene and suitable delousing attempts should be executed in the present situation.