• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.43-55
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• 2018

The biggest change in the field of coastal ship safety control since the accident of passenger ship Sewol has been the introduction of the maritime safety supervisor system. With its introduction, the safety control system in coastal passenger ships was changed from consisting of operation managers and marine police to operation managers and a newly-introduced maritime safety supervisor. The safety control system for coastal cargo ships was also converted from relying on ship inspection officers to having a maritime safety supervisor and ship inspection officers. However some negative elements have surfaced due to confusion related to the scope of work in the coastal cargo shipping field. These have been caused by dividing the supervisory agency, a lack of work continuity given non-permanent public official status, low supervisor qualifications overlooking reality, and limitations of the order for improvement to secure seaworthiness. It is essential that the maritime safety supervisor system be solidified to reinforce coastal ship safety control. Therefore, systematic safety control in the coastal cargo shipping industry should be conducted by a single, integrated government agency, and the area covered by the order for improvement to secure seaworthiness should be extended. Also limitations of the supervisor recruitment system due to non-permanent public official status should be simultaneously improved. In addition, it is necessary to upgrade supervisor qualifications to require experience with surveyors of international class, ship captains, and chief engineers.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.763-767
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• 2011

As accident rate have been reduced into half since 2005, no train accident fatality occurred in recent year. Level crossing accident also been reduced that no more than 5 fatalities occurred every year. As a result 98% of accident fatalities occurred in station and track. So railway station safety measures are more and more important but only few research have been done on railway station safety. In this study status on safety measures on railway stations are reviewed and basic research have been done based on expert interview for the development of new safety measures.

• Journal of the Korean Society of Safety
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• v.28 no.2
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• pp.6-13
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• 2013

This study focuses on finding ECO driving patterns which consider driving safety of the ATO system train and reliability and which optimize efficiency of the driving energy consumption. Research results derived by performing simulation of those 5 models show that the emergency braking which affects safety of passenger and the machinery is minimized, and safe driving speed is maintained by the prohibition of drastic acceleration/deceleration, coasting and constant-speed driving. Therefore if this result is applied to the urban railway train by amending or making ATO program to save energy usage that improve environmental quality, its effects as ECO driving pattern is huge.

• Journal of Ship and Ocean Technology
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• v.4 no.4
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• pp.1-18
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• 2000

The paper describes a formalisation of a Design for Safety methodology in an integrated envi-ronment, outlines early developments of a software tool, and presents the results of an appli-cation of the methodology to a case study. The approach adopted attempts link safety per-formance prediction through the utilisation of appropriate technical tools, safety assessment deriving from risk-based methodologies and disparate design activities and issues. Black-board systems have been utilised as the platform in the development of the integrated design environment, allowing safety assessment to become an integral part of the design process. Finally, the case study addresses the application of the developed methodology to three dif-ferent arrangements of a conventional passenger Ro-Ro vessel, with the aim to demonstrate the validity of the process and methodology adopted. The findings are presented and dis-cussed, and recommendations given for the way forward.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.601-611
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• 2007

Onboard ATC performs the train speed ristriction function by receiving the speed limit on sections of track from wayside ATC. Onboard ATC can protect passenger from collision and derailment, and so on. So, the high level of safety and reliability for Onboard ATC is required, and by this reason, it is also required to improve the safety of Onboard ATC by applying the result of safety analysis on the Onboard ATC into its design and developing from the concept definition to the detailed desing phase. The paper introduces, when developing Onboard ATC, the safety improvement of Onboard ATC can be accomplished by applying system requirements from Risk Analysis into software and hardware.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1347-1350
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• 2009

Rail human factors research has grown rapidly in both quantity and quality of output over the past few years. The continual influences of safety concerns, new technical system opportunities, reorganisation of the business, needs to increase effective, reliable and safe use of capacity, and increased society, media and government interest have now accelerated rail human factors research programmes in several countries. In this paper we review international standards and guidelines on rail human factors, covering driving, signalling and control, maintenance, reporting systems, passenger interests, management, planning and technical systems change. The purpose of this study is to define the criteria regarding human factors for managing railway system safety. Therefore, some rail human factors suggested in this study may be used as basic data for supporting the Korean railway system safety.

• Journal of the Korean Society of Safety
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• v.23 no.2
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• pp.72-80
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• 2008

In a case of an automobile collision, vehicle damage and injury of the driver and the passenger occur. The scale of the collision which is effected by the extent of vehicle damage and the injury of the passenger, depends on the delta-V. Based on the photograph interpretation o the actual case of accidents in the Seoul and the Incheon area, this study measured the depth of crush and calculated the delta-V. Through verifying the correlation of the depth of crush and the change of velocity, relative equation was evaluated and compared with the prior study results to prove that they are almost identical. Thus, the depth of crush can be used as an index of the degree of impact, which can be utilized as the change of velocity to evaluate the level of injury done to the passengers. However, the period of hospitalization and diagnostics claimed by the injured proves to have no correlation with the delta-V and the extent of vehicle damage, this is due to the non-objective way of diagnosis and the anamnesis of the injured. This study established the absolute limit harmlessness and the choosing limit harmlessness, allowing the appraisal for Yes or No of the injury or the harmlessness based on the prior studies. Moreover, utilizing the relative equation formed between the depth of crush and the delta-V, each case of collision was compared and evaluated in comparison to the limit harmlessness to prove that the 90.4% of the so-called 'claiming-to-be-injured' were exaggerating or fabricating.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.4
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• pp.331-335
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• 2012

On January 13th 2012 Italian flag Costa Concordia was partly sunk. The ship was carrying 4,252 passengers and crew; in the next few days the bodies of 30 people were found. Two are still missing. Two South Korean passengers and an Italian crew member was rescued from the ship on January 15th, more than 24 hours after the accident. As of June 18th 2012 (The date of presentation) around 32 people had not been accounted for. In this paper, it is viewed and pointed out the cause, problem, and implication for the future. As a result, intelligent innovative evacuation system for the VLPS (Very Large Passenger Ship) should be set up in terms of international maritime safety.

• Journal of Advanced Marine Engineering and Technology
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• v.38 no.9
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• pp.1156-1162
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• 2014

To prevent the Sewol incident again, by which the victims are 294 dead and still 10 missing, this study analyzed the change of safety consciousness of passengers onboard ship comparatively before and after the Sewol incident. The survey had performed 2 times at Jeju coastal cruise terminal at February 2014 and May 2014, and effective respondents were 394 and 401, respectively. After the Sewol incidents, the answers' ratio that they would follow the routes that the crews show and they would follow the crews' evacuation guides are decreased 24.5% and 18.5%, respectively. This means that the reliability on the crew members were decreased. Although 77.6% passengers responded that they felt nervousness onboard ship, 60% did not take safety lesson(s) and 45% did not know how to wear a life jacket. And also over 50% did not check the evacuation route map and the location of lifeboat, respectively. Meanwhile, 86.9% respondents answered the system of safey lesson should be changed, which has normally done by TV set.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.3
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• pp.1017-1022
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• 2014

Since the opening of Seoul Subway Line #1 in 1974, the number of passengers has been increasing. The possibility for passenger's accidents in railway stations has also increased. In order to decrease these kind of accidents, railway operation systems have been automated. Nevertheless, the possibility of a casualty accident in railway stations remains. This study analyzed the type of casualty accidents, casualty accidents by age, sex, pedestrian facility, and passenger type based on the internal data of Seoul Metro. The causes of casualty accidents are also found out. Finally, the establishment of railway safety education program and railway safety experience center are suggested in order to prevent the urban railway casualty accident in advance at railway stations.