The purpose of this study is to use an evacuation simulation program to measure the change in evacuation time according to the width of the evacuation route due to the installation of an intermediate sales counter and the placement of a shopping cart between the sales counters of a large supermarket and to analyze the results. Currently, the “Distribution Industry Development Act” does not regulate the size and installation method of intermediate sales counters installed between sales counters that serve as practical evacuation routes in the event of a fire at a large supermarket, the size of shopping carts, etc. Considering this, we set evacuation route widths of 40, 50, 60, 70, 80, and 100 cm and compared and analyzed evacuation times according to various variables in the facility space. As a result of the experiment, as the width of the evacuation route was expanded, there was a significant difference in the evacuation time, from a maximum of 468.3 seconds to a minimum of 320.8 seconds. Considering the safety of evacuees in large supermarkets used by many people, it is time to regulate the size of intermediate sales stands installed between sales counters in large supermarkets and shopping carts that can become obstacles in an emergency.

Marine accidents caused by ships are very diverse, such as collision, sinking, stranding, grounding and fire. In particular, persons on passenger ship are unspecified and not trained, so it makes evacuation harder. For this reason, an evacuation plan that considers diverse situation in ship is needed. Effective evacuation planning requires training in consideration of various evacuation situations. In this paper, we investigated the time elapsed on evacuation in various situations from “HANMIR,” the fishery training ship of the Korean Institute of Maritime and Fisheries Technology, using a Ship Evacuation Analysis Program (SEA-Pro) which is introduced to the society. We assumed a situation that has not only inconveniences for real training but also the possibilities of happening. Not all trainees are resting in their cabin, so we assumed positions such as they are in the bridge or engine room and applied fire and flooding situations. We assumed that the time for alerting the situation would be short, so we applied only elapsed time of movement. Those analyses could be helpful in three ways. The first is predicting the consequence of possible accidents. There are some conditions that can be appliable to this model, such as the decreased area of sight in those situations. The second is concluding the optimal limit of carriage and placement of safety instruments on building a new ship. The third is to be a base data for ships to make a new effective evacuation plan based on these analyses.

This study analyzed the evacuation time in indoor stadiums when exits that automatically open/close when the fire sensor is triggered are installed as a means to improve the problem of closing certain exits. Firstly, when spectators on the 2nd floor stands exit through the 1st floor exits, the RSET of all inhabitants was 529.8 seconds when the automatic opening/closing exits are broken and employees are not present. Secondly, when spectators on the 2nd floor stands exit through the 1st floor exits, the RSET of all inhabitants was 445 seconds when the automatic opening/closing exits with 750mm width are working but employees are not present. Lastly, when spectators on the 2nd floor stands exit through the 1st floor exits, the RSET of all spectators was 337 seconds when the automatic opening/closing exits with 1,500mm width are working and employees are present. As a result, it was revealed that the evacuation time is shortened when the automatic opening/closing exits are working. Additional comparative studies with actual simulations of people evacuating an indoor stadium and firefighting simulations considering smoke flow are necessary.

In this paper, we analyzed the safety on static and dynamic characteristics of a top-down evacuation instrument fixed on the exterior walls of a building using finite element analysis. For this purpose, the stress distribution characteristics of the H-beam structure were analyzed and the equivalent stress distribution, deflection displacement and natural frequency characteristics of the overall structure of the evacuation instrument were analyzed. The structures were applied with the materials of SS440 and SUS304. The static analysis results showed the elastic behavior with safety coefficients from 2.4 to 2.9, by confirming the structural safety. In addition, the analysis of the natural frequency characteristics confirmed that the vibration characteristics were higher than the external conditions of 20Hz.

해상에서 발생하는 대형 해양사고는 재산상의 손실뿐만 아니라 심각한 해양환경 오염피해를 유발하고 있다. 국제해사기구(IMO)에서는 해양사고 발생으로 인한 2차적인 해양환경오염 피해를 최소화하기 위하여 "원조를 필요로 하는 선박"에 선박 피난처를 제공하도록 결의서 Res. A.949(23)로 채택하였다. 해상교통 환경 요소 등에 의한 데이터를 바탕으로 종합적인 측면에서 잠재적 위험평가를 실시하여 위험도의 레벨이 일정한 크기를 초과하게 되면 피난처로 지정될 필요가 있고, 선박의 통항안전성, 혼잡도 및 위험도의 정량화/표준화된 기술을 기반으로 선박 피난처 지정 시스템 기술개발이 시급하다. 또한, 선박 피난처를 지정하는 문제는 연안국의 자연환경을 보호하기 위한 국가 정책과 밀접한 관련이 있기 때문에 관련 법안을 마련하는 것이 최우선이다. 본 연구에서는 선박 피난처를 지정 운영하고 있는 외국 사례 분석을 통해 효율적인 국내 선박 피난처 도입방안을 마련하고자 하였다.

다양한 여가 활동 수요증가와 함께 국내에서도 여객선과 크루즈선의 이용자수가 증가하고 있다. 그러나 과거 10년간 연평균 15건 이상의 여객선 안전사고가 발생했음에도 불구하고 승조원과 승객의 피난행동특성과 관련된 연구는 매우 미흡한 실정이다. 본 논문은 승선생 활 환경에 익숙한 3학년과 승선생활이 생소한 1학년을 대상으로 선박에서의 승선생활 숙련도에 따른 각 피난행동특성을 비교분석한 것이다. 연구결과를 정리하면 다음과 같다. 3학년 실험에서 승조원의 안전성 향상을 위해서는 다양한 재난대응 시나리오의 개발과 실천 교육이 필요 하다는 사실을 알게 되었고, 1학년 실험에서는 신규 승조원과 승객을 대상으로 한 초기 피난안전교육과 선내구조에 익숙한 기존 승조원에 의 한 피난안전 유도 임무의 중요성을 확인할 수 있다. 또한 재난상황과 그 전개과정에 대한 상황인식 공유가 전체 피난시간에 큰 영향을 미친다 는 사실을 설명할 수 있으며, 피난상황 발생 시 승선자의 안전성 향상을 위해서는 피난계획기법 상 선장과 관련 승조원이 반드시 선내 모든 피난경로와 경로별 피난자수를 통제할 수 있어야만 한다는 사실을 확인하였다.