• Nuclear Engineering and Technology
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• v.34 no.4
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• pp.358-369
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• 2002

Abundant information about analyses of single steam generator tube rupture (SGTR) events is available because of its importance in terms of safety. However, there are few literatures available on analyses of multiple steam generator tube rupture (MSGTR) events. In addition, knowledge of transients and consequences following a MSGTR event are very limited as there has been no occurrence of MSGTR event in the commercial operation of nuclear reactors. In this study, a postulated MSGTR event in an APR1400 is analyzed using thermal-hydraulic system code MARSI.4. The present study aims to examine the effects of affected steam generator selection. The main steam safety valve (MSSV) lift time for four cases are compared in order to examine how long operator response time is allowed depending on which steam generate. (S/G) is affected. The comparison shows that the cases where two steam generators are simultaneously affected allow longer time for operator action compared with the cases where a single steam generator is affected. Furthermore, the tube ruptures in the steam generator where a pressurizer is connected leads to the shortest operator response time.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.2029-2033
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• 2010

Korea have 3 kinds of national railway safety target, which are accident fatalities, train accident rate, and passenger fatality per passenger kilometer. Increase of railway passenger and train operator force to setting up new safety target. Current safety target can not reflect train operator's safety activities because it include suicide and trespass related accident, which are hard to control by the operators. In order to reflect to the 2nd National Integrated Railway Safety Plan, new safety targets are roposed in this study.

• IE interfaces
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• v.22 no.2
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• pp.104-115
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• 2009

The objective of the study is to evaluate the effectiveness of Crew Resource Management (CRM) training program for operators in the Main Control Room (MCR) simulator of APR-1400 Nuclear Power Plant. The experiments were conducted for two different crews of operators performing six different emergency operating scenarios during four-week period. Each crew consisted of the five operators: senior reactor operator, safety technical advisor, reactor operator, turbine operator, and electric operator. All crews (Crew A and B) participated in the training program for the technical knowledge and skills which were required to operate the simulator of the MCR during the first week. To verify the effectiveness of the CRM training program; however, only Crew A was selected to attend the CRM training after the technical knowledge and skills training. The results of the experiments showed that the CRM training program improved the individual attitudes of Crew A significantly. Team skills of Crew A were found to be significantly better than those of Crew B. The CRM training did not have positive effects on enhancing the individual performance of Crew A; however, as compared to that of Crew B. Implication of these findings was discussed further in detail.

• The Korean Journal of Pesticide Science
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• v.18 no.4
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• pp.342-349
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• 2014

Methods of establishment of AOEL (Acceptable Operator Exposure Level), application of oral absorption by country, and calculation of exposure dose for operator risk assessment in USA, EU and Korea were investigated. Oral absorption of 141 active substances for pesticides was also investigated, then operator risk assessment was conducted with AOEL including oral absorption and Korean AOEL. Internal dose converted to external dose with oral or dermal absorption in USA and EU, but external dose to which oral absorption was not applied was used for establishment of AOEL in Korea. Oral absorption of 50 active substances among 141 were below 80%. In case of application of oral absorption as a correction factor in below 80%, AOELs of about 36% active substances were considered to be lower than the current Korean AOELs. Operator risk assessment of 28 active substances among 50 active substances with oral absorption below 80% was conducted with EU AOELs. TER (Toxicity Exposure Ratio) of 12 plant protection products including chlorothalonil WG (Water-dispersible Granule) was less than 1 and the risk was high. Operator risk assessment of 24 active substances among 50 active substances with oral absorption below 80% was conducted with Korean AOELs. TER of 6 plant protection products including chlorothalonil WG were less than 1 and the risk was high. Operator risk assessment of 4 plant protection products not having Korean AOEL was conducted with converted EU AOEL into AOEL not including oral absorption. The results indicated TER of 4 products including daminozide WP (Wettable Powder) was over 1 and risk was low. 22 products except 6 products such as oxadiagyl SC (Suspension Concentration) were shown the same results of risk assessment between EU AOELs and Korean AOELs. As a result, it was considered that AOELs including oral absorption was possible to be used for operator risk assessment. It was considered operator risk assessment with AOEL including oral absorption was more like real assessment method, and improvement of assessment was needed for application to evaluate pesticides in registration.

• Proceedings of the Korean Nuclear Society Conference
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• 1995.10a
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• pp.191-196
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• 1995

The intelligent human-machine interface (HMI) has been developed to enhance the safety and availability of a nuclear power plant by improving operational reliability The key elements of the HMI are the large display panels which present synopsis of the plant status and the compact, digital work stations for the primary operator control and monitoring functions. The work station consists of four consoles such as a dynamic alarm console (DAC), a system information console (SIC), a computerized operating-procedure console (COC), and a safety related information console (SRIC). The DAC provides clean alarm pictures, in which information overlapping is excluded and alarm impacts are discriminated, for quick situation awareness. The SIC covers a normal operation by offering all necessary plant information and control functions. In addition, it is closely linked with the DAC and the COC to automatically display related system information under the request of these consoles. The COC aids the operator with proper emergency operation guidelines so as to shutdown the plant safely, and it also reduces his physical/mental burden by automating the operating procedures. The SRIC continuously displays safety related information to allow the operator to assess the plant status focusing on plant safety. The proposed HMI has been validated and demonstrated with on-line data obtained from the full-scope simulator for Yonggwang Units 1,2.

• Nuclear Engineering and Technology
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• v.51 no.2
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• pp.402-409
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• 2019

When a loss of coolant accident (LOCA) occurs in a nuclear power plant, accident scenarios which can prevent core damage are defined based on break size. Current probabilistic safety assessment evaluates that core damage can be prevented under small-break LOCA (SBLOCA) and steam generator tube rupture (SGTR) with rapid cool down (RCD) strategy when all safety injection systems are unavailable. However, previous research has pointed out a limitation of RCD in terms of initiation time. Therefore, RCD success criteria estimation based on allowable coping time under a SBLOCA or SGTR when all safety injection systems are unavailable was performed based on time-line and thermal-hydraulic analyses. The time line analysis assumed a single emergency operating procedure flow, and the thermal hydraulic analysis utilized MARS-KS code with variables of break size, cooling rate, and operator allowable time. Results show while RCD is possible under SGTR, it is impossible under SBLOCA at the APR1400's current cooling rate limitation of 55 K/hr. A success criteria map for RCD under SBLOCA is suggested without cooling rate limitation.

• The Journal of the Korea Contents Association
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• v.14 no.11
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• pp.249-259
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• 2014

This study has analyzed the factors that influence the safety consciousness of school bus drivers at Child Care Centers. To achieve this, 276 directors and drivers of owner-operator who drives the school bus at Child Care Centers in Chungnam, Chungbuk and Daejeon area were selected as study subjects. For the data analysis, PASW Statistics 18.0 was used. The main results of this study are as follows. The level of safety consciousness of directors and drivers of owner-operator were 6.46 and 6.82 respectively showing that drivers of owner-operator were significantly higher. Second, the factors that influence the safety consciousness were shown to be significantly different for each group. The factors that influence the safety consciousness of directors were shown in the order of whether or not the accident was experienced, safety-seeking motivation, sensation-seeking disposition, safety consciousness of caregivers, perception-motor skill. The factors that influence the safety consciousness of drivers of owner-operator were shown in the order of safety-seeking motivation, health status, daily driving hours, economic status, safety consciousness of caregivers. Based on these results, several ways were suggested to improve the safety consciousness of school bus drivers at Child Care Centers and prevent the traffic accidents.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.367-418
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• 2018

Just as safety is the most important thing in aviation, safety is the most important in the operation of unmanned aircraft (RPA), and safety operation is the most important in the legal responsibility of the operator of the unmanned aircraft. In this thesis, the legal responsibility of the operator of the unmanned aircraft, focusing on the responsibility of the operator of the unmanned aircraft, was discussed in depth with the issue of insurance, which compensates for damages in the event of an accident First of all, the legal responsibility of the operator of the unmanned aircraft was reviewed for the most basic : definition, scope and qualification of the operator of the unmanned aircraft, and the liability of the operator of the Convention On International Civil Aviation, the ICAO Annex, the RPAS Manual, the Rome Convention, other major international treaties and Domestic law such as the Aviation Safety Act. The ICAO requires that unmanned aircraft be operated in such a manner as to minimize hazards to persons, property or other aircraft as a major principle of the operation of unmanned aircraft, which is ultimately equivalent to manned aircraft Considering that most accidents involving unmanned aircrafts fall to the ground, causing damage to third parties' lives or property, this thesis focused on the responsibility of operators under the international treaty, and the responsibility of third parties for air transport by Domestic Commercial Act, as well as the liability for compensation. In relation to the Rome Convention, the Rome Convention 1952 detailed the responsibilities of the operator. Although it has yet to come into effect regarding liability, some EU countries are following the limit of responsibility under the Rome Convention 2009. Korea has yet to sign any Rome Convention, but Commercial Act Part VI Carriage by Air is modeled on the Rome Convention 1978 in terms of compensation. This thesis also looked at security-related responsibilities and the responsibility for privacy infringement. which are most problematic due to the legal responsibilities of operating unmanned aircraft. Concerning insurance, this thesis looked at the trends of mandatory aviation insurance coverage around the world and the corresponding regulatory status of major countries to see the applicability of unmanned aircraft. It also looked at the current clauses of the Domestic Aviation Business Act that make insurance mandatory, and the ultra-light flight equipment insurance policy and problems. In sum, the operator of an unmanned aircraft will be legally responsible for operating the unmanned aircraft safely so that it does not pose a risk to people, property or other aircraft, and there will be adequate compensation in the event of an accident, and legal systems such as insurance systems should be prepared to do so.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.3
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• pp.248-256
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• 2013

Part 2 of the Questionnaire Survey on Marine Safety and VTS in the Philippine Coastal Waters presents the alternatives to risk reduction, modifying the VTS, the qualification and competency of a VTS operator and effectiveness of the services and assistance rendered by VTS. This study finds that majority of respondents chose "Improved education and training of mariners" as the best alternative to risk reduction and the "Strict enforcement of ship safety regulations" as the best alternative based on the respondents' ranks last served onboard and areas of familiarity. In modifying the VTS, the areas with VTS chose to "Improve or upgrade" and for those without, is to "Implement" the system. The best VTS system is the "Port and Approaches" type and the PCG is selected to operate, maintain and supervise the system. As a VTS operator, the necessity of shipboard experience is considered "Essential" and the experiences include "Ship-handling and Communication", and "Management level" experiences. The effectiveness of the assistance and services rendered by VTS are considered "Very Important". Based on these findings, this study recommends improvement of education and training of mariners and users of the waterways including the training of VTS operators manning the VTS centers, strict enforcement of ship safety regulations along the busy and main ports of the country and installation of VTS system with the most appropriate type with the supervision of PCG.

• Journal of the Korean Society for Railway
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• v.10 no.1 s.38
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• pp.34-38
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• 2007

Rail network authority have to do the safety ensuring activities including the maintenance of railway facilities, integrated performance verification between the facilities and related lolling stock and safety inspections, etc. When constructing the new lines or upgrading the conventional lines, full system commissioning should be done before the revenue service with railway operator. To develop the optimal full system commissioning model, the status of domestic and foreign railway facilities and railway accidents are analysed and the problems of the safety management are derived. As one of countermeasures for the problems, the procedures and criteria for the full system commissioning are developed.