• Journal of Korean Society of Transportation
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• v.29 no.3
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• pp.103-114
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• 2011

In this study, we discuss a fatal accident severity model obtained from the analysis of 112 crash sites collected since 2000, and the resulting relationship between fatal accidents and roadway geometry design. From the 720 times computer simulations for improving driving safety, we then reached the following conclusions:. First, the result of cross and frequency-analyses on the car accident sites showed that 43.7% of the accidents occurred on the curved roads, 60.7% on the vertical curve section, 57.2% on the roadways with radius of curvature of 0 to 24m, 83.9% on the roads with superelevation of 0.1 to 2.0% and 49.1% on the one-way 2-lane roads; vehicle types involved are passenger vehicles (33.0%), trucks (20.5%) and buses (14.3%) in order of frequency. The results also show that the superelevation is the most influencing factor for the fatal accidents. Second, employing the Ordered Probit Model (OPM), we developed a severity model for fatal accidents being a function of on various road conditions so as to the damages can be predicted. The proposed model possibly assists the practitioners to predict dangerous roadway segments, and to take appropriate measures in advance. Third, computer simulation runs show that providing adequate superelevation on the segment where a fatal accident occurred could reduce similar fatal accidents by at least 85%. This result indicates that the regulations specified in the Rule for Road Structure and Facility Standard (description and guidelines) should be enhanced to include more specific requirement for providing the superelevation.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.37-81
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• 2015

AirAsia QZ8501 Jet departed from Juanda International Airport in, Surabaya, Indonesia at 05:35 on Dec. 28, 2014 and was scheduled to arrive at Changi International Airport in Singapore at 08:30 the same day. The aircraft, an Airbus A320-200 crashed into the Java Sea on Dec. 28, 2014 carrying 162 passengers and crew off the coast of Indonesia's second largest city Surabaya on its way to Singapore. Indonesia's AirAsia jet carrying 162 people lost contact with ground control on Dec. 28, 2014. The aircraft's debris was found about 66 miles from the plane's last detected position. The 155 passengers and seven crew members aboard Flight QZ 8501, which vanished from radar 42 minutes after having departed Indonesia's second largest city of Surabaya bound for Singapore early Dec. 28, 2014. AirAsia QZ8501 had on board 137 adult passengers, 17 children and one infant, along with two pilots and five crew members in the aircraft, a majority of them Indonesian nationals. On board Flight QZ8501 were 155 Indonesian, three South Koreans, and one person each from Singapore, Malaysia and the UK. The Malaysia Airlines Flight 370 departed from Kuala Lumpur International Airport on March 8, 2014 at 00:41 local time and was scheduled to land at Beijing's Capital International Airport at 06:30 local time. Malaysia Airlines also marketed as China Southern Airlines Flight 748 (CZ748) through a code-share agreement, was a scheduled international passenger flight that disappeared on 8 March 2014 en route from Kuala Lumpur International Airport to Beijing's Capital International Airport (a distance of 2,743 miles: 4,414 km). The aircraft, a Boeing 777-200ER, last made contact with air traffic control less than an hour after takeoff. Operated by Malaysia Airlines (MAS), the aircraft carried 12 crew members and 227 passengers from 15 nations. There were 227 passengers, including 153 Chinese and 38 Malaysians, according to records. Nearly two-thirds of the passengers on Flight 370 were from China. On April 5, 2014 what could be the wreckage of the ill-fated Malaysia Airlines was found. What appeared to be the remnants of flight MH370 have been spotted drifting in a remote section of the Indian Ocean. Compensation for loss of life is vastly different between US. passengers and non-U.S. passengers. "If the claim is brought in the US. court, it's of significantly more value than if it's brought into any other court." Some victims and survivors of the Indonesian and Malaysia airline's air crash case would like to sue the lawsuit to the United States court in order to receive a larger compensation package for damage caused by an accident that occurred in the sea of Java sea and the Indian ocean and rather than taking it to the Indonesian or Malaysian court. Though each victim and survivor of the Indonesian and Malaysia airline's air crash case will receive an unconditional 113,100 Unit of Account (SDR) as an amount of compensation for damage from Indonesia's AirAsia and Malaysia Airlines in accordance with Article 21, 1 (absolute, strict, no-fault liability system) of the 1999 Montreal Convention. But if Indonesia AirAsia airlines and Malaysia Airlines cannot prove as to the following two points without fault based on Article 21, 2 (presumed faulty system) of the 1999 Montreal Convention, AirAsia of Indonesiaand Malaysia Airlines will be burdened the unlimited liability to the each victim and survivor of the Indonesian and Malaysia airline's air crash case such as (1) such damage was not due to the negligence or other wrongful act or omission of the air carrier or its servants or agents, or (2) such damage was solely due to the negligence or other wrongful act or omission of a third party. In this researcher's view for the aforementioned reasons, and under the laws of China, Indonesia, Malaysia and Korea the Chinese, Indonesian, Malaysia and Korean, some victims and survivors of the crash of the two flights are entitled to receive possibly from more than 113,100 SDR to 5 million US$ from the two airlines or from the Aviation Insurance Company based on decision of the American court. It could also be argued that it is reasonable and necessary to revise the clause referring to bodily injury to a clause mentioning personal injury based on Article 17 of the 1999 Montreal Convention so as to be included the mental injury and condolence in the near future.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.3
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• pp.318-325
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• 2015

Korea has very strong shipbuilding industry in the world, so many new ships are constructed in Korean shipyards. These built vessels are carrying out sea trial at sea before delivering to shipowner, and sea trial ships cause navigation risk to other passing vessels to accomplish sea trial tests as quick turning, zigzag maneuvering and crash astern etc. in traffic congestion conditions. It occurred more than 1 collision accident related sea trial for recent 5 years. It has been increased about 30% of risk because of navigation of sea trial vessel by marine traffic flow simulation. This paper analyzed marine traffic density surveyed by AIS data for 7 days, and investigated position of marine accidents for 5 years in Korean coastal waterway, it established the sea trial prohibition areas as 10/100 level of total marine traffic volume, which is considered no danger for ship operator. This analyzed maritime safety law for setting of the prohibition waters to propose the basic legal system. It makes contribution to marine pollution prevention by setting of the sea trial prohibition water to improve the ship's navigation safety.

• The Korean Journal of Air & Space Law and Policy
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• v.34 no.1
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• pp.125-157
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• 2019

Technological advancement and demand of sUAS (small Unmanned Aircraft System)are rapidly growing, which makes the current legal system unable to follow. Currently, Aviation Security Act and its subordinate law exclude the registration and certification for non-commercial purpose sUAS weighing less than 12kg. Despite this sUAS being the most popular model for consumer, there is no way to regulate them legally. When there is sUAS crash accident, the operator legally responsible for the occurrence damage cannot be identified. It has been an issue for a long time with the concrete classification and registration of sUAS, but it has not been introduced yet. It is obvious that damages caused by sUAS will be transferred not only to operators but also to third parties. Discussions on liability insurance for these sUAS are actively being held. But first, it is necessary to identify who will be responsible for the damage caused by the sUAS. In other words, even with the liability system established, without clarified operator the damage occurred cannot determine who is responsible. According to the cases of America and Germany, they have enforced the law of registration and identification obligated to 200g or 250g sUAS. Therefore, it is necessary to prepare regulations on concrete classification and registrations to identify for noncommercial purpose sUAS as soon as possible in Korea.

• Journal of Preventive Medicine and Public Health
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• v.10 no.1
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• pp.166-175
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• 1977

The author have performed an epidemiological study on the accidental deaths at industry from 1970 to 1975, in order to seek for the preventive measures of industrial accident with the under-standing of its cause and characteristics of the accidental deaths. The obtained results were as follows; 1. Total number of deaths for 6 years were 361 (350 males, 11 females). and the mean death rate was 33.8 per 100,000 industrial workers during 6 years. By the highest as 52.9 was in 1974 and the lowest as 13.7 in 1970. By the industry group, the death rate of Electricity, Gas and Water was 149.3, Construction 83.9 and the lowest was Manufacturing as 18.3. 2. Standardized mortality rate of the cases by the age group showed that 20-29 years old group was 43.0, 40-49 years old group 38.1, 30-39 years old group 32.0, and the lowest as 17.9 was under 19 years old group. 3. The cumulative percentage of the cases by years of service showed that under 6 months was 60.4%, under 1 year 72.9%, under 2 years 83.1%. 4. By the month of occurrence, the highest was 15.8% which occurred in August and the lowest was 5.8% in February. The highest as 19.1% was on Friday and the lowest as 11.9% on Monday by the day of a week. 5. By the causes of accident, car accidents was 28.3%, fall accidents 19.1%, accidents by a crash 9.1% in that order. By the location of injury, head was 44.6%, multiple injuries 33.0%, chest 10.5%, and back was the lowest as 1.9%. The distribution of the cases by nature of injury shelved that cerebral contusion and hemorrhage was 39.4%, fracture and dislocation 33.2%, asphyxia 8.0% in that order. 6. The cumulative percentage of the cases by the duration from injury to death showed that the injuried day was 74.2%, within 3 days after injury 88.5%, within 7 days 96.1%. Therefore most of the cases were occurred within 7 days after injury. 7. Byythe daily mean wages, most of the cases as 91.7% were under 2,000 won, and more 4,000 won was 1.6% merely.

• Journal of Navigation and Port Research
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• v.37 no.1
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• pp.71-77
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• 2013

Most of the maritime accidents are the crash that occurred by complex coastal terrain, increased maritime traffic and frequent weather changes. Therefore, transportation safety is exactly determined using accurate environmental informations, but if informations are inaccurate or insufficient, accident risk can be increased. Therefore, ship need the system that can accurately generate transportation safety information. This paper proposes the transportation safety system and performance evaluation in the real environment. The proposed system includes database of environment informations and navigation algorithm using PPP method to estimate the accurate ship position. Therefore, this system can accurately calculate distance or freeboard between ship with other factors. Futhermore, when weather is deteriorated, crew can sail with database based 3-D monitoring module in the transportation safety system. To verify the function and performance, data of Kyungin ARA waterway and ferry is used to evaluation.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.5
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• pp.71-82
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• 2016

Information System for rear-end collision avoidance is a unit service of C-ITS pilot project. Road environment that the number of vehicles at the same driving high-speed has a possibility that the communication delay or failure caused by heavy load of vehicle to vehicle communication. In this study, effects of the road network about a communication failure rate of information system for rear-end collision avoidance was analyzed quantitatively with micro traffic simulation. The simulation was carried out in situation that crash of two vehicles are occurred at merging area with speed limit 80km/h and information of collision is prvoided to the rear vehicle. From simulation results, it can confirm the trend of the increasing 14% of potential conflict according to 10% increasing of the communication failure rate. C-ITS service has a goal of increasing safety. The coommunication failure rate increases due to heavy load of vehicle causes a fatal result in road safety administrator position. For the success of C-ITS project, a communication system developers side should perform the effort to reduce the communication failure rate.

• Korean journal of applied entomology
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• v.45 no.3 s.144
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• pp.269-274
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• 2006

Temperature-dependent development studies of two aphid species, A. egomae and A. gossypii occurring in green perilla greenhouse were conducted at $15{\sim}35^{\circ}C$, and 16:8 (L:D h) of light period in the laboratory. The mortality of two aphid species was high in young stages (1st and 2nd). In A. egomae, the mortalitiy increased with increasing and decreasing temperature: the mortalitie at $15^{\circ}C$ and $35^{\circ}C$ were 22.3% and 15.6%, respectively. While the mortalities of A. gossypii increased with increasing temperature: the mortality at $35^{\circ}C$ was 50.0%. The developmental periods of A. egomae and A. gossypii ranged from 20.8days to 5.4days and from 22.6days to 9.1days at $15^{\circ}C$ to $30^{\circ}C$ of temperature resion, respectively, and were 7.2days and 10.7days at $35^{\circ}C$ for each species. The lower developmental threshold temperatures for total nymphs of A. egoame and A. gossypii were $9.9^{\circ}C$ and $4.9^{\circ}C$, respectively and an effective degree-days (DD) for the developmental completion of total nymph were 108.0 DD for.A. egomae and 221.2DD for A. gossypii. In green perilla greenhouse, the occurrence period of A. gossypii was earlier about 15 days than that of A. egomae. When the occurrence period of two aphid species was estimated by degree-days based on lower threshold temperatures, A. gossypii occurred earlier than A. egomae in the field. A. gossypii occurred from early April and showed dominant position to late May compared with A. egomae Whereas, A egomae started to occur from mid April and then were abundant after late May followed by abrupt population crash around late July.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.1
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• pp.97-104
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• 2016

In Korea, the number of crash accident victims per 100,000 population is three times higher than the average of OECD. In particular, 60% of it occurs on the community road. Thus, this study intends to analyze the causes of such accidents through a pedestrian and vehicle traffic survey. The purpose is to establish practical safety enhancement measures for community roads. In recent years, lots of changes have occurred in the pedestrian environment. A traffic survey shows that 65% of pedestrians walk on the right and 17% of people use smart-phones while walking. An eye camera experiment shows that the operation load of drivers on the community roads is more than 4 times higher than those in urban roads. According to a speed survey, 62% of vehicles drive at 30km/h or above. The characteristics of accidents on community roads are as follows. First, the ratio of accidents on the edge of the road is 2.3 times as high as those on other roads. Second, when people walk on the right, the ratio of accidents is 2.5 times as high as that of walking on the left. Third, it becomes more dangerous when people cross the road from the right to the left. The majority of accidents is caused by unsafe driving (84.4%). When a vehicle makes a left turn, the likelihood of accidents is 2.3 times as high as those caused by a right turn. The ratio of accidents caused by vehicles going backwards is 14% among all accidents. In community roads, the focus of drivers should be at least 4 times higher than those on urban roads. Thus, walking in the opposite direction of vehicles and careless behaviors are highly likely lead to accidents.