• 해양환경안전학회지
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• 제22권5호
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• pp.508-520
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• 2016

본 연구에서는 7년(2009-2015)간 한반도 주변을 통과한 태풍의 이동 경로에 따른 수온의 변동을 분석하였다. 자료는 위성관측 수온영상, 동해 연안의 양양, 강릉, 삼척, 영덕에서 실시간 계류부이에서 관측한 수온과 기상청에서 제공한 바람을 분석하였다. 위성 영상을 이용한 태풍 통과 전후의 근해 수온의 차이는 태풍의 이동 경로에 따른 바람의 방향뿐만 아니라 해면 가열과 해면 상승의 시기와도 관계가 깊게 나타났다. Muifa, Chanhom, Nakri, Tembin과 같은 태풍들의 오른쪽에 위치한 동해 연안의 수온은 남풍계열의 바람에 의한 연안용승으로 표층뿐만 아니라 15m, 25m의 수온까지 하강하는 것을 알았다. 특히, 태풍 Chanhom과 Tembin에 의한 수온의 하강은 각각 $8-11^{\circ}C$와 $16^{\circ}C$ 하강하였다. 한편 그 반대편에 태풍이 위치할 때는 외해쪽에 있는 고온의 해수를 연안쪽으로 이동하여 침강시킴으로서 중층과 저층의 수온이 상승하였다. 또한, 태풍 통과 이후에 동해 연안에서 남풍(북풍)계열의 바람에 의한 하강(상승)된 수온의 혼합은 1-2일 및 4일간 지속되었다.

• 해양환경안전학회지
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• 제22권2호
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• pp.153-159
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• 2016

광양만 교통안전특정해역은 3개 항로(입항항로, 출항항로, 깊은수심항로)로 구분되어 있으나 입항항로에 삼여 암초와 인공어초의 부설로 선박들이 이 항로를 이용하지 못하고 있다. 삼여 암초와 인공어초 제거에 대한 문제점은 선박운항자뿐만 아니라 항만관계자를 통해 지속적으로 제기되어 왔다. 이 연구는 특정해역 내에 있는 삼여 암초를 제거 전과 후에 대한 안전성 평가 및 항로운영방안에 대한 것으로 선박운항자 위험도 기반 모델을 이용한 해상교통류 시뮬레이션을 수행하였다. 실험결과, 장래의 선박교통량이 현재와 같고 2개 항로를 3개 항로로 운영한다고 가정할 때, 46.4 %(50,000 DWT 이상 선박은 깊은수심항로를 이용)와 57.1 %(10,000 DWT 이상 선박은 깊은수심항로를 이용) 위험 감소 효과가 있는 것으로 나타났다. 또한 교통량이 현재와 같은 상황에서는 50,000 DWT 이상 선박을 깊은수심항로로 통항하게 하는 것이 위험도 분산 측면에서 효과적임을 알 수 있었다. 한편 선박교통량이 현재보다 1.5배 증가한 상황에서는 10,000 DWT 이상 선박을 깊은수심항로로 유도하는 것이 더 효과적이었다. 이 연구는 선박운항자 위험도 기반 모델을 이용한 분석 결과로, 삼여 암초와 인공어초 제거 등에 필요한 비용 대비 효과를 검토한 것이 아님을 밟혀둔다. 본 연구의 결과는 삼여 암초 제거 후 항로 설정과 항로 운영 방안(특히 깊은수심항로 통항선박 제한) 등에 활용이 가능할 것으로 기대된다.

• 수산해양교육연구
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• 제28권4호
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• pp.1031-1041
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• 2016

Interests in the Polar Regions have been growing due to various factors such as depletion of natural resources and advanced resource development technologies, accelerated rate of polar ice melting as a result of global warming, etc. In particular, demand for the workforce related to vessel passage using the Northern Sea Route and polar studies is still expanding. The International Maritime Organization adopted the Polar Code in 2015 for the safety of ship operation in polar waters and it will enter into force from 2017. But education and training section in the code has been prescribed only for the safe navigation in the ice covered waters intended for navigational offices. There is no basic safety training requirement that applies commonly for all personnel exposed to the risk of the polar regions and the relevant study or discussion has not been made so far. Therefore, this study provides basic data for developing safety training courses for crew and other personnel by analyzing relevant regulations on polar safety training and the contents of relevant safety training in offshore industry required by the costal states adjacent to arctic ocean.

• 한국안전학회지
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• 제23권1호
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• pp.28-34
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• 2008

The corrugated steel plate structures is applied to the construction of mountain tunnel portal part with shallow depth, the tunnel on the outskirts of urban areas and ecology move passage. In this study, A finite element method is used for research the behavior of corrugated steel plate structures due to construction position under declinating earth pressure and excavation depth. A finite element method were performed varying construction position(10, 15, 20 and 25m) from slope and excavation depth from surface. The hoop thrust and moment, displacement of corrugated steel plate subjected to construction position and excavation depth is determined from a finite element method. From results of finite element method, it was found that the increase of thrust and the decrease of displacement as the amount of distance increase from slope with construction position. But the thrust and moment, displacement has not different value with excavation depth.

• 한국군사과학기술학회지
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• 제12권2호
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• pp.236-247
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• 2009

In Korea, the driving system restriction criteria is strictly applied(gross weight 400kN, axial load 100kN). Especially after the Seoungsu Bridge accident, safety factor has been strictly applied. The Safety factor is applied to the cumulative results for each steps like design, construction, maintenance of the Bridge. Because of it, the bridge is undervalued compared to its capacity. So, this generates loss for both private and military sector(eg. logistical delays, structural damage, etc.). But analyzing data from many existing researches we have confirmed that the military heavy vehicle may pass through the first class bridges. In consequence, this study have focused on determining whether HETS vehicles can pass over the first class bridge, without safety issues, using MIDAS structural analysis program. The results have confirmed that the military heavy vehicle may pass over the bridge.

• 한국산업안전학회:학술대회논문집
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• 한국안전학회 1998년도 추계 학술논문발표회 논문집
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• pp.353-358
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• 1998

Vibrations exposured to human whole-body are transmitted through the contact area of a human body, such as feet, hip and back directly in contact with vibrating surface. they apparently leads to the decrease of human comfort, the reduction of working efficiency or normal activities, and, furthermore, causes the loss of health and safety. In this study, UH-1 vibration has been measured to produce the flight-time limitation at each mission Results of this study show that the most significant peaks appear at a main rotor blade-passage frequency and that the vibration level in ground is higher than that in airborne In addition, it is shown that the most affective aspect for the flight-time limitation is ground vibration level

• 기술사
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• 제16권3호
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• pp.24-32
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• 1983

산업의 발전 및 경제성장에 의한 초중량물의 빈번한 통과는 피해를 누적시켜 교량구조물에 파손을 증대시킨다. 이것은 안전성 문제에 심각한 영향을 끼치고 있어 교량의 안전관리는 중요한 과제로 지적되고 있다. 본 논문은 교량구조 각 부분의 파손요인들에 대하여 종합적으로 분석하여 사고를 사전에 예방하고 교량의 안전성을 확보하기 위한 교량 평가기준 및 내하력조사와 교량 관리기준에 대하여 연구하였다.

• 대한설비공학회:학술대회논문집
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• 대한설비공학회 2006년도 하계학술발표대회 논문집
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• pp.460-467
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• 2006

Some large accidents in tunnels in recent years, such as Mont Blanc, Gotthard and Tauern tunnels, have lead to an increasing attention for tunnel safety and necessity of tool for quantitative risk assesment of road tunnel. And the purpose of this study is to develop the quantitative risk assesment tool for the application of road tunnel. The objectives of this paper are as follows : (1) analyze of traffic accident rates in tunnel, (2) make out scenario for fire accidents, (3) develop the evacuation model and FED calculation model, (4) Present the results from quantitative risk assesment for the model tunnel according with the fire heat release rates and distances of cross passage.

• 한국안전학회지
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• 제20권1호
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• pp.87-93
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• 2005

In this paper, we analyzed ignition characteristics of combustible material and the waveform of power dissipation, voltage and current by poor contact. And the surface structure of plug by poor contact was analyzed. In the results of experiment, the heat generated by poor contact and ignited the combustible material on power cord sets. The insulation material was molten and carbonized by the heat conduction though plug pit and voids were formed inside of insulation material. The waveform of voltage and power dissipation distorted because of a growth of oxidation by poor contact. In particular, in case that load was big load, the waveform of voltage and power dissipation severely distorted as with the passage of time. The surface of plug pin was changed from erosion mark to welding mark according to big load. The results will be applied to the cause analysis of electrical disaster.

• Geomechanics and Engineering
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• 제10권4호
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• pp.471-526
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• 2016

In order to investigate water flow characteristics after inrushing in process of karst tunnel excavation, numerical simulations for five case studies of water inrush from the tunnel floor are carried out by using the FLUENT software on the background of Qiyueshan high risk karst tunnel. Firstly, the velocity-distance curves and pressure-distance curves are drawn by selecting a series of probing lines in a plane. Then, the variation characteristics of velocity and pressure are analyzed and the respective optimized escape routes are made. Finally, water flow characteristics after inrushing from the tunnel floor are discussed and summarized by comparing case studies under the conditions of different water-inrush positions and excavation situations. The results show that: (1) Tunnel constructors should first move to the tunnel side wall and then escape quickly when water inrush happens. (2) Tunnel constructors must not stay at the intersection area of the cross passage and tunnels when escaping. (3) When water inrush from floor happens in the left tunnel, if tunnel constructors meet the cross passage during escaping, they should pass through it rapidly, turn to the right tunnel and run to the entrance. (4) When water inrush from floor happens in the left tunnel, if there is not enough time to escape, tunnel constructors can run to the trolley and other equipment in the vicinity of the right tunnel working face. In addition, some rescuing equipment can be set up at the high location of the cross passage. (5) When water inrush from floor happens in the cross passage, tunnel constructors should move to the tunnel side wall quickly, turn to the tunnel without water inrush and run to the entrance. (6) When water inrush from floor happens in the cross passage, if there is not enough time to escape, tunnel constructors can run to the trolley and other equipment near by the left or the right tunnel working face. The results are of important practical significance and engineering value to ensure the safety of tunnel construction.