• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.67-95
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• 2014

Some Contracting States of the Chicago Convention issue FAOC(Foreign Air Operator Certificate) and conduct various safety assessments for the safety of the foreign operators which operate to their state. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident. FAOC also burdens the other contracting States to the Chicago Convention due to additional requirements and late permission. EASA(European Aviation Safety Agency) is a body governed by European Basic Regulation. EASA was set up in 2003 and conduct specific regulatory and executive tasks in the field of civil aviation safety and environmental protection. EASA's mission is to promote the highest common standards of safety and environmental protection in civil aviation. The task of the EASA has been expanded from airworthiness to air operations and currently includes the rulemaking and standardization of airworthiness, air crew, air operations, TCO, ATM/ANS safety oversight, aerodromes, etc. According to Implementing Rule, Commission Regulation(EU) No 452/2014, EASA has the mandate to issue safety authorizations to commercial air carriers from outside the EU as from 26 May 2014. Third country operators (TCO) flying to any of the 28 EU Member States and/or to 4 EFTA States (Iceland, Norway, Liechtenstein, Switzerland) must apply to EASA for a so called TCO authorization. EASA will only take over the safety-related part of foreign operator assessment. Operating permits will continue to be issued by the national authorities. A 30-month transition period ensures smooth implementation without interrupting international air operations of foreign air carriers to the EU/EASA. Operators who are currently flying to Europe can continue to do so, but must submit an application for a TCO authorization before 26 November 2014. After the transition period, which lasts until 26 November 2016, a valid TCO authorization will be a mandatory prerequisite, in the absence of which an operating permit cannot be issued by a Member State. The European TCO authorization regime does not differentiate between scheduled and non-scheduled commercial air transport operations in principle. All TCO with commercial air transport need to apply for a TCO authorization. Operators with a potential need of operating to the EU at some time in the near future are advised to apply for a TCO authorization in due course, even when the date of operations is unknown. For all the issue mentioned above, I have studied the function of EASA and EU Regulation including TCO Implementing Rule newly introduced, and suggested some proposals. I hope that this paper is 1) to help preparation of TCO authorization, 2) to help understanding about the international issue, 3) to help the improvement of korean aviation regulations and government organizations, 4) to help compliance with international standards and to contribute to the promotion of aviation safety, in addition.

• Korean Journal of Remote Sensing
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• v.37 no.6_1
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• pp.1773-1784
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• 2021

In order to minimize damage to oil spill accidents in the ocean, it is essential to collect a spilled area as soon as possible. Thus satellite-based remote sensing is a powerful source to detect oil spills in the ocean. With the recent rapid increase in the number of available satellites, it has become possible to generate a status report of marine oil spills soon after the accident. In this study, the oil spill area was calculated using various satellite images for the Symphony oil spill accident that occurred off the coast of Qingdao Port, China, on April 27, 2021. In particular, improving the accuracy of oil spill area determination was applied using high-resolution commercial satellite images with a spatial resolution of 2m. Sentinel-1, Sentinel-2, LANDSAT-8, GEO-KOMPSAT-2B (GOCI-II) and Skysat satellite images were collected from April 27 to May 13, but five images were available considering the weather conditions. The spilled oil had spread northeastward, bound for coastal region of China. This trend was confirmed in the Skysat image and also similar to the movement prediction of oil particles from the accident location. From this result, the look-alike patch observed in the north area from the Sentinel-1A (2021.05.01) image was discriminated as a false alarm. Through the survey period, the spilled oil area tends to increase linearly after the accident. This study showed that high-resolution optical satellites can be used to calculate more accurately the distribution area of spilled oil and contribute to establishing efficient response strategies for oil spill accidents.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.115-157
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• 2013

Some contracting States of the Convention on International Civil Aviation (commonly known as the Chicago Convention) issue FAOC(Foreign AOC and/or Operations Specifications) and conduct various safety audits for the foreign operators. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident, it is the source of concern from the legal as well as economic perspectives. FAOC of the USA doubly burdens the other contracting States to the Chicago Convention because it is the requirement other than that prescribed by the Chicago Convention of which provisions are faithfully observed by almost all the contracting States. The Chicago Convention in its Article 33 stipulates that each contracting State recognize the validity of the certificates of airworthiness and licenses issued by other contracting States as long as they meet the minimum standards of the ICAO. Consequently, it is submitted that the unilateral action of the USA, China, Mongolia, Australia, and the Philippines issuing the FOAC to the aircraft of other States is against the Convention. It is worry some that this breach of international law is likely to be followed by the European Union which is believed to be in preparation for its own unilateral application. The ICAO established by the Chicago Convention to be in charge of safe and orderly development of the international civil aviation has been in hard work to both upgrade and emphasize the safe operation of aircraft. As the result of these endeavors, it prepared a new Annex 19 to the Chicago Convention with the title of "Safety Management" and with the applicable date 14 November 2013. It is this Annex and other ICAO documents relevant to the safety that the contracting States to the Chicago Convention have to observe. Otherwise, it is the economical burden due to probable delay in issuing the FOAC and bureaucracies combined with many different paperworks and regulations depending on where the aircraft is flown. It is exactly to avoid this type of confusion and waste that the Chicago Convention aimed at when it was adopted in 1944. The State of the operator shall establish a system for both the certification and the continued surveillance of the operator in accordance with ICAO SARPs to ensure that the required standards of operations are maintained. Certainly the operator shall meet and maintain the requirements established by the States in which it operate. The authority of a State stops where the authority of another State intervenes or where the former has yielded its power by an international agreement for the sake of international cooperation. Hence, it is not within the realm of the State to issue FAOC towards foreign operators for the reason that these foreign operators are flying in and out of the State. Furthermore, there are other safety audits such as ICAO USOAP, IATA IOSA, FAA IASA, and EU SAFA that assure the safe operation of the aircraft, but within the limit of their power and in compliance with the ICAO SARPs. If the safety level of any operator is not satisfactory, the operator could be banned to operate in the contracting States with watchful eyes until the ICAO SARPs are met. This time-honoured practice has been applied without any serious problems. Besides, we have the new Annex 19 to strengthen and upgrade with easy reference for contracting States. We don't have no reason to introduce additional burden to the States by unilateral actions of some States. These actions have to be corrected. On the other hand, when it comes to the carriage of the Personal or Pilot Log Book, the Korean regulation requiring it is in contrast with other relevant provisions of USA, USOAP, IOSA, and SAFA. The Chicago Convention requires in its Articles 29 and 34 only the carriage of the Journey Log Book and some other certificates, but do not mention the Personal Log Book at all. Paragraph 5.1.1.1 of Annex 1 to the Chicago Convention even makes it clear that the carriage in the aircraft of the Personal Log Book is not required on international flights. The unique Korean regulation in this regards giving the unnecessary burden to the national flag air carriers has to be lifted at once.

• Proceedings of KOSOMES biannual meeting
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• 2003.05a
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• pp.41-58
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• 2003

A recent trend of global shipping industry adopting Port State Control (PSC) system is recognized as a proficient mechanism in preventing costal traffic accident and protecting marine environment. Disadvantages of Korean shipping companies in PSC inspection are unavoidable as Tokyo MOU imposed priority listed flag to Korea. Having stated above, appropriate research and prompt preparation in compliance with current PSC requirements for the Korean shipping companies have become an immediate need. The objectives of this study are : First, to review in understanding of PSC in overall and foundation of enforcement. Second. to study interaction of international treaties regarding PSC. Third, to compare practical compliance among the countries and to open up a case study on Korean shipping companies in adopting PSC. Last, to suggest direction to the Korean shipping companies the most proficient way in compliance with the current Tokyo MOU requirement. Korean flagged vessels have become prioritized target in PSC inspection as Tokyo MOU imposed priority listed flag to Korea due to high detention rate of its fleet. Disadvantage of a priority listed flag is a burden in its proficient fleet operation. This study suggests solutions to the disadvantages as below. : 1) Change shore management system, and provide continuous & quality education to crew members 2) Form a network in sharing PSC information among the Korean shipping companies 3) Form a centralized function in which government, Korean Shipping register and shipowners can treat problems in a prompt manner.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2008.11a
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• pp.729-732
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• 2008

Complexity and Massive is the modem trend of construction project. The lack of timely and accurate construction data is the main cause for the lack productivity increases seen in other industries. Because information is essential in the construction production process, the lack of it will cause workers to stay idle, build the wrong thing that has to be redone, become involved in an accident or simply waste their time doing non-productive work. To aid construction automation and improve its productivity, RFID technology system should be developed. As a result of that, this study analyzes the status of RFID technologies in construction project and suggest advanced construction method. USN and RTLS system is analyzed in this study RFID system also can be used in construction management, material management, quality control, safety management and human resource management.

• Journal of the Society of Disaster Information
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• v.8 no.2
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• pp.158-170
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• 2012

Citizens'income has been increased along with the trend of rapid changes in society, and the quality of their lives has been improved as well. As much as the degree of increase of quality of life, the number of spectators for performing art events, etc. who desire to fulfill their needs for enjoyment of varied cultural performances have been increasing, and also a large number of spectators enjoys a variety of festivals being held in each provincial area as well as international events: we still remember such frantic rooting shown by citizens during 2002 World Cup drawing attention and interest of entire nation. There are always risks of loss of human lives if accidents occur as there sult of close-packed crowd gathered at the same time. Therefore, it is required to prepare adequate security measures in order to prevent various accidents before hand. It is hoped that this research work would be of help for further efficient and systematic security management for the performing arts centers or public theaters encouraging the event organizer and the private security firm and the Korea Private Security Association to exert great effort and investments in further projects for development of security technology. Also, it is required to build a performance culture to consider audience's safety first from the beginning to the end of the event on the basis of efficient security management. Furthermore, spect at or sare required to recognize the fact that safety in the site for performing arts should be guaranteed for everyone's sake, and, to achieve this, they are obliged to be more cooperative with the event organizer and the private security firm, forming a trinity all together, in order not to have safety threatening situations in the site of performing arts events.

• Progress in Medical Physics
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• v.25 no.4
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• pp.298-303
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• 2014

In this study, we examine the trends and types of incidents frequently occur during radiation therapy by using the data from the radiation oncology safety information system (ROSIS), according to discovery method explores the development direction of future research accident cause factor control method. This study was carried out analysis of incident data in ROSIS nearly 1163 cases in last 11 years from 2003 to 2013. We categorized into treatment methods, found the time, discoverer of occupations and finding ways to analyze the data. Then, we calculate the percentage and the classification for each item. About 1163 cases of incident cases including the near miss cases, external radiation therapy, brachytherapy and other were 97%, 2% and 1%. In the case was improperly planned dose delivery was 44% (497 cases) which 429 cases (86%) was found before 3 fractions and 13 cases were found after 11 fractions. The investigation was found to be distributed in various a found times. Approximately 42% of found time was during treatment and 29% of patients were found the problem during inspection chart. Occupation to discover the most radiation accidents was the radiation therapist (53%) who works in treatment room. Among 1163 incidence cases, 24% cases were found the accident before the treatment, therefore most of accident were found after of during the treatment (70%, 813 cases). This trend is acquired through ROSIS analysis, is expected to be not significantly different in the case of Korea, so it is necessary more diverse and systematic research for the prevention and early detection by using the ROSIS data.

• Journal of Korean Society of Transportation
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• v.35 no.6
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• pp.499-510
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• 2017

Traffic accident fatalities in Korea in 2016 was 4,292 and 1,732 cases were deaths of elderly people. In spite of this, the researches on behaviors of the elderly when crossing roads, are rather limited. The purpose of this study is to investigate and analyze road crossing behavior characteristics of the elderly, when crossing roads, especially focusing on the characteristics of pedestrians and vehicles. Cross-sectional data was collected from six different sites in two regions and the following results was identified. First, at road crossings, 528 cases(84.3%) out of 626 conflict situations of the elderly and 303 cases(63.3%) out of 478 conflict situations of the non-elderly pedestrians were found to be dangerous, respectively. The elderly tend to face a statistically significant risk of 3.11 times higher than that of non-elderly people. Second, 519 cases(82.9%) of jaywalking occurred in 626 conflict cases of the elderly and 375 cases(78.5%) of jaywalking in 478 conflict events of non-elderly persons, which indicates the elderly's 1.34 times higher trend compared with the non-elderly's. Third, the pedestrian safety margin (PSM) analysis showed that the PSM of the elderly and the non-elderly were 3.33 seconds and 4.04 seconds respectively, which is 17.5% high. Fourth, the difference in pedestrian safety interval was examined by dividing the speed of approaching vehicle into less than 30km/h, above 30km/h and less than 50km/h, and over 50km/h. There was no significant difference between the PSM of coming vehicles with the speed less than 30km/h and the PSM of approaching with the speed 30km/h~50km/h, but the conflicts with vehicle of the speed above 50km/h show significantly lower PSM than with vehicle speed of 30km/h~50km/h. Finally, when the risk threshold is set to less than 2.5 seconds, the analysis shows that older pedestrians tend to cross roads dangerously 1.59~2.53 times than younger pedestrians. The results set forth here can be used as a basis for constructing the elderly safety measures at present and a potential basis for autonomous vehicle safety application in the future for solving the issue of the difference in crossing behavior between elderly and non-elderly pedestrians.

• The Journal of Engineering Geology
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• v.26 no.1
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• pp.63-70
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• 2016

The aim of this study is the safety and an accident prevention in limestone terrain by the underground tunneling. The geology of the study area consists of a Paleozoic sedimentary sequence dominated by limestone, sandstone, shale, and carbonaceous shale. The sequence gently dips to the northeast but the joint contains steep with variable trend. A significant fracture zone is developed in the limestone and shale beds, sub-parallel to bedding, and follows in part the limestone-sandstone contact. Monitoring of groundwater levels in the area shows marked fluctuations in the water table, which repeatedly rose to a level of -4 m before sinking to -15 m. These cycles occurred in mid-May, 2007 and in early and middle June. The data indicate that these fluctuations were unrelated to rainfall that occurred during the study period. We infer that the fluctuations were associated with the development of underground karstic networks along the deep fracture zone, and overlying ground subsidence is likely related to the rapid sinking of groundwater and the associated strong downward suction force.