• Journal of Digital Convergence
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• v.10 no.2
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• pp.101-108
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• 2012

This study, for the reinvigoration domestic LCCs (Low Cost Carriers) in Asian air market which is in developing stage now, aims to analyze the management risk through the operation cases of domestic and foreign areas and then to derive a risk management plan to reinforce the competency of domestic LCCs. As for the major potential risk factors for LCCs in Asia-pacific market, the first is the absence of growth strategy. Then, the second is the problems in airline route, the typical problem of subsidiary companies of major air lines. The third is the lack of specialists and professional manpowers. In order to cope with such risk factors, rapid growth should be controlled and competition with parent company by entering to parent company's airline route should also be avoided. At the same time, there should be a comprehensive supporting system to foster specialists and professionals in this industry.

• Proceedings of the Korean Society of Applied Pharmacology
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• 1995.10a
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• pp.135-136
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• 1995

Resent advances in computer technology have introduced a sophisticated capability for computing the biological fate of toxicants in a biological system. This methodology, which has drastically altered risk assessment skill in toxicology, is designed using all the mechanistic information, and all claim better accuracy with extrapolating capability Iron animal to people than conventional pharmacokinetic methods. Biologically based mathematical models in which the specific mechanistic steps governing tissue disposition(pharmacokinetics) and toxic action (pharmacodynamics) of chemicals are constructed in quantitative terms by a set of equations loading to prediction of the outcome of specific toxicological experiments by computer simulation. pharmacokinetic and pharmacodynamic models are useful in risk assessment because their mechanistic biological basis permits the high-to-low dose, route to route and interspecies extrapolation of the tissue disposition and toxic action of chemicals.

• Journal of the Korean Society of Marine Environment & Safety
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• v.7 no.3
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• pp.41-59
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• 2001

Recently, as the coastal trading is being increased rapidly, risk of collision being increased especially in the coastal route near around the port of Wando. In this paper, with the reference to various literatures and papers on collision avoidance rules, the navigational rules and regulations for the coastal area-especially for the narrow channel-are construed and introduced in brief. Also, 3 collision cases near around the port of Wando and statistical data during 5 years(1996 to 2000) are studied. The results of this study are as follows; 1. It is strongly recommended to separate the route of east-bound and west-bound in this area due to removing the risk of collision between the vessels in reciprocal way. 2. The owner of the fleet should lead that the master should con the vessel by himself when passing this area. 3. For the introduction of the Coastal VTS, it is required to investigate the capability to cooperate with military radar sites which based on all over the coast.

• Transportation Technology and Policy
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• v.11 no.3
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• pp.36-45
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• 2014

• Journal of Advanced Navigation Technology
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• v.28 no.4
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• pp.480-489
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• 2024

The Ministry of Land, Infrastructure and Transport duplicated a section of ATS Route Y579 connecting Jeju and Busan in 2022 to enhance aviation safety and operational efficiency. Before duplication, an offset procedure was applied to separate aircraft flying in opposite direction by deviating them to the right of their intended flight paths. However, on December 1, 2022, this offset procedure was abolished and replaced with two parallel route, Y571(towards Busan) and Y572(towards Jeju), to improve safety and efficiency. The duplication of ATS Routes has significant implications in various aspects. This study analyzes the safety of the newly established ATS Routes and compares their safety with the previously applied offset procedure to evaluate the effectiveness of the duplication. Additionally, it presents the significance from the perspective of airspace operation. A safety assessment has conducted using a modified version of the Reich CRM (collision risk model). The analysis results confirms that the level of safety improves after the duplication and that there were benefits in terms of airspace utilization.

• Asian Journal of Atmospheric Environment
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• v.6 no.3
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• pp.206-221
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• 2012

Hazardous chemicals can be released from artificial turf used in some school playgrounds. To distinguish between Health risk assessment (HRA) exposure scenarios for this study, the ratio of elementary, middle and high schools was considered before final selection. Considering exposure pathways (inhalational, oral and dermal), media and materials were examined, targeting hazardous chemicals released from artificial turf playground-related products. Upon evaluation, the quantity of infill chips was shown to exceed the domestic product content standard (90 mg/kg) at eight (16%) out of 50 schools. PAHs were shown to exceed standards (10 mg/kg) at two (4%) out of the 50 schools. The excess cancer risk (ECR) of carcinogens was shown to be $1{\times}10^{-6}$ in most users for the worst exposure scenario. In children with pica, who represented the most extreme exposure group, the ECR was expected to be as high as $1{\times}10^{-4}$, showing the low risk level of carcinogens. The hazard index (HI) for individual chemicals was shown to be low, at around 0.1 or less, except for children with pica, according to the mean exposure scenario of artificial turf playground exposure. However, the HI was shown to exceed 1.0 in children with pica. Therefore, no direct health risk was found in using artificial turf playgrounds and urethane flooring tracks for the mean exposure scenario, except in children with pica.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.446-452
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• 2018

A traffic route is an area associated with high risk for accidents due to the flow of heavy traffic. Despite this concern, most studies related to traffic focus solely on traffic distribution. Therefore, there is a need for studies investigating the characteristics of ships' routes and traffic patterns. In this study, an investigation was carried out to analyze the traffic distribution and pattern in 3 major traffic routes for 3 days. For the purpose of the study, based on the prevailing traffic conditions, the route was divided into 10 gate lines. The ships passing through the lines were also classified into either small, medium and large. ND-K-S (normal distribution, kurtosis, and skewness) test was carried out for the traffic distribution at each gate line based on the information analyzed on each traffic route. The analysis of the results obtained from the ND test showed that large vessels have normal distribution, medium sized vessels have satisfied normal distribution in one-way route only while small sized vessels do not have normal distribution. According to the result obtained from the K-S test, normal traffic pattern shows a significant difference between two-way route and one-way route. Results obtained from the K test result shows that in the case of one-way route, vessels have a traffic pattern using a wide range on traffic route. Further analysis shows that vessels concentrate on one side of route in case of two-way route. Results obtained from the S test show that, in case of one-way route, vessels have a normal traffic pattern according to center line. However, analysis pf the results shows that vessels are shifted to the right side of route in case of two-way route. Despite these findings, it should be noted that this study was carried out in only 3 ports, therefore there is need for investigation to be carried out in various routes and conditions in future studies.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.1
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• pp.201-208
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• 2017

The major cause of the marine accidents is the collision with a moving object such as ship as well as the fixed object such as breakwater. Therefore, the most effective way to reduce the maritime ship accidents is the prevention of collision. In order to decrease the collision, it is principle that the navigation officer promptly judges the dangerous condition and makes the quick response. The ship does not allow any object or other ships approaching its surrounded area called ship area so that it prevents the collision. Generally, the ship which has high speed or poor maneuvering capability shall be managed from the distance so that the other ship does not invade its ship domains(watching distance, blocking distance). Accordingly, this study sets the navigational risk assessment model by applying ship dynamic domain and collision judgement method considered ship length, speed and navigational capability. It also reviewed the validity of the model and evaluated the perilous water way (Maenggol Channel) and a curved route near Maenggol Channel. As a result, in case of a ship with 100m in length passing Maenggol Channel, it represented "warning" level before 1.5nm to the entry, "dangerous"level 0.75nm before to it and "very dangerous" level 0.5nm before to it and then "dangerous"level again up to the entry. Applying to the curved route also showed the same results as the Narrow Channel or Maenggol Channel. This analysis highly matched with the actual navigation results. In the future, this model will be useful for coastal navigation safety chart development and safety evaluation for route or port development. It also allows to evaluate the dangerous route or the best route by applying the result into ECDIS so that it will finally help to reduce the marine accidents. Eventually the model will be effective for the marine traffic simulation evaluation forced by Maritime Traffic Safety Act.

• Journal of the Korean Association of Geographic Information Studies
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• v.13 no.4
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• pp.67-77
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• 2010

Growth of oil and chemical industries has been remarkable during recent years. Hazardous materials (Hazmat) make frequent use in the wide range of industries. It increases the frequency of Hazmat transport and it leads to increase the number of accidents. Optimal Hazmat routes can reduce damage. Thus, the objective of this study is to minimize the areas impacted by Hazmat accidents by adopting experts' opinion in planning the route. We calculated weights using AHP (Analytic Hierarchy Process) and deduced the best route by applying this weights. Results showed that in the case of shortest route versus weighted route, the percentage of population damage has been decreased by 33.4% in the comparison between shortest route and optimally weighted route. And the percentage of environmental damage also has been decreased by 21.8%. Social damage has been decreased by 1521.7%. In the case of none weighted route versus weighted route, the percentage of population damage has been decreased by 2.6% when we adopted weighted route. Consequently, the recommended route with weighted risk assessment avoids densely populated area comparing with none weighted route. Further research needs to be carried out in order to figure out the specific cost-effectiveness analysis applying the equal cost unit for each factor.

• Journal of Dental Anesthesia and Pain Medicine
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• v.18 no.4
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• pp.205-221
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• 2018

This systematic review aimed to analyze the efficacy of corticosteroid premedication compared to placebo or no treatment to reduce postoperative pain in endodontic patients. Randomized controlled trials (RCTs) assessing corticosteroids via oral, intramuscular, subperiosteal, intraligamentary or intracanal route compared to passive or active placebo, or no treatment were included. Four databases were searched: PubMed, Web of Science, Cochrane Library and Embase up to 2/21/2018. Risk of bias was assessed with Cochrane Risk of bias tool. Fourteen RCTs with 1,462 generally healthy adults in need of endodontic treatment were included. 50% of the studies were at unclear risk and 50% at high risk of bias. Meta-analysis showed Visual Analog Scale (VAS) pain at 4-6 hours after Inferior Alveolar Nerve Block (IANB) was significantly lower by 21 points (0-100 scale) in the corticosteroid group compared to the control group (95% CI -35 to -7; P = 0.003), however this difference was not statistically significant after 24 hours (P = 0.116). The route of administration was oral and intraligament injection. Patients who received corticosteroids prior to IANB were 70.7% more likely to have none or mild pain 4-8 hours after treatment (P = 0.001) and 13.5% more likely 24 hours after IANB (P = 0.013) than patients in the control group. In conclusion, corticosteroid administration (oral or intraligamental) may clinically reduce the level of postoperative pain at 4-8 hours after IANB, however the quality of the evidence was low/moderate due to risk of bias and heterogeneity. Further studies are recommended.