Earticle

본 연구는 인천국제공항 엑스레이 검색 등급 시스템을 통해 도출된 실제 결과와 현장 관리자의 직관적 판단 간의 일치 정도를 분석했다. 데이터 분석은 45명의 관 리자를 대상으로 한 설문조사 결과와 1,034명의 보안검색요원의 성과평가를 기반으 로 진행했다. 분석결과, B등급을 제외한 대부분의 구간에서 예상 등급과 측정 등급 간에 상당한 불일치가 나타났다. B등급의 경우 예측값이 비교적 일관적이었다. 이러 한 불일치는 주관적인 평가에만 의존하는 것이 검색요원의 성과를 정확하게 평가하 는 데 충분하지 않을 수 있음을 시사한다. 이에 본 연구는 항공보안에서 절차적 일 관성을 강화하고 인적 오류를 줄이기 위해 교육, 평가, 인력 배치 기능을 연결하는 통합모델인 원툴 프로그램(OTP)을 제안하였다.

This research explored the degree of alignment between frontline managers’ intuitive judgments and the actual results generated by the X-Ray Screening Rating System at Incheon International Airport. Data analysis was based on the survey responses of 45 managers and performance ratings of 1,034 security screening personnel. The results indicated considerable mismatches between anticipated and measured grades in most rating levels, except for grade B, where the predictions were relatively consistent. These discrepancies suggest that relying solely on subjective evaluations may not be sufficient for accurately assessing screener performance. In response, the study proposes the One-Tool Program(OTP) an integrated model that links training, assessment, and staffing functions with the goal of enhancing procedural consistency and reducing human-related errors in aviation security.

The use of intravenous catheters are occasionally complicated by intravascular fragments and swelling of the catheter fragments. We present a patient in whom an intravenous catheter fragments was retrieved from the dorsal metacarpal vein following its incidental CT examination detection. The case of demonstrates the utility of microscopy and multi‐detector CT in localizing small of subtle intravenous catheter fragments as a human error. A case of IV catheter fragments in the metacarpal vein, in which reproducible and microscopy data allowed complete localization of a missing fragments and guided surgery with respect to the optimal incision site for fragments removal. These reproducible studies may help to determine the best course of action and treatment for the patient who presents with such a case.

Through so that accident of semiconductor industry deduces unsafe factor of the person center on unsafe behaviour that incident history and questionnaire and I made starting point that extract very important factor. It served as a momentum that make up base that analyzes factors that happen based on factor that extract factor cause classification for the first factor, the second factor and the third factor and presents model of human error. Factor for whole defines factor component for human factor and to cause analysis 1 stage in human factor and step that wish to do access of problem and it do analysis cause of data of 1 step. Also, see significant difference that analyzes interrelation between leading persons about human mistake in semiconductor industry and connect interrelation of mistake by this. Continuously, dictionary road map to human error theoretical background to basis traditional accidental cause model and modern accident cause model and leading persons. I wish to present model and new model in semiconductor industry by backbone that leading persons of existing scholars who present model of existent human error deduce relation. Finally, I wish to deduce backbone of model of pre-suppression about accident leading person of the person center.

Occupational fatal injury rate per 10,000 population of Korea is still higher among the OECD member countries. To prevent fatal injuries, the causes of accidents including human error should be analyzed and then appropriate countermeasures should be established. There was an severe converter furnace accident resulting in five people death by chocking in 2013. Although the accident type of the furnace accident was suffocation, many safety problems were included before reaching the death of suffocation. If the safety problems are reviewed throughly, the alternative measures based on the review would be very useful in preventing similar accidents. In this study, we investigated the converter furnace accident by using human error analysis and accident scenario analysis. As a result, it was found that the accident was caused by some human errors, inappropriate task sequence and lack of control in coordinating work by several subordinating companies. From the review of this case, the followings are suggested: First, systematic human error analysis should be included in the investigation of fatal injury accidents. Second, multi man-machine accident scenario analyis is useful in most of coordinating work. Third, the more provision of information on system state will lessen human errors. Fourth, the coordinating control in safety should be performed in the work conducting by several different companies.

최근 7년(2010-2016)간 선박충돌사고 발생원인 분석결과 경계소홀 등 선장 및 당직항해사의 인적오류로 인하여 야기된 사고가 98%를 차지하고 있는 것으로 조사되었다. 선박충돌사고는 2014년 180건 대비 2015년 235건 발생으로 증가하고 있다. 충돌사고 예방을 위해서는 해기사의 인적오류에 대한 심층적 연구가 필요하나 국내외적으로 연구사례는 많지 않은 실정이다. 본 연구의 목적은 OOW의 인적오류에 의한선박충돌사고 원인을 상대선 최초 인지부터 충돌까지 소요시간(TIPOSC)을 중점으로 조사하고 통계적으로 분석하여 충돌사고 예방 정책 자료로 제시하기 위한 것이다. 2010년부터 2016년 까지 중앙해양안전심판원 재결서를 조사하여 충돌사례 총 109건, 218척을 대상으로 연구하였다. 연구결과 첫째, TIPOSC는 조사 대상선박 전체와 상선에 공통으로 30초 이내가 가장 많아 충돌을 피할 겨를도 없이 충돌한 것으로 나타났고 평균은 각 3분과 6분이었다. 둘째, 상선에서 TIPOSC와 OOW와의 관계는 30초이내 구간에서 선장의 경계소홀이 54%로 가장 많아 상황인식의 실패가 인적오류의주요 원인이었다. 셋째, 상선의 충돌 원인은 경계소홀이 56척(41.8%)으로 가장 많았고 유지선의 적절한 피항 협력동작 미 이행 42척(31.3%), 상대선 초인 후 지속 감시소홀이 22척(16.4%)순이었다. 넷째, 상선에서 충돌 원인요인은 30초 이내 구간에서경계소홀이 가장 많았다. 다섯째, 상선에서 TIPOSC와 경계소홀 유형 원인은 30초이내에서 부주의로 인한 상대선박 미 인지가 가장 많았고 미 경계 요인과의 관계는 OOW가 항해당직시간에 해도개정, 문서작성 등 당직외의 다른 업무에 집중하여 경계를 소홀히 한 점이 인적오류의 주요 원인으로 나타났다.

The analysis of the causes of ship collision accidents during the last 7 years (2010-2016) revealed that 98% of the accidents caused by the human errors of the captains and the duty officers. The number of ship collisions is rising from 180 in 2014 to 235 in 2015. In order to prevent a collision accident, it is necessary to study in detail the human error of the OOW. The purpose of this study is to present the cause of ship collision caused by human error of OOW as collision accident prevention policy data by analyzing the time required from the first to the collision and statistically analyzing it. A total of 109 collision cases were surveyed(2010-2016). The results of the study show that TIPOSC, which is the time from the first perception of the opponent to the collision, was the most within 30 seconds for the merchant vessels. The average was 6 minutes. Second, the relationship between the TIPOSC and OOW was the cause of major human error, with the negligence of lookout being the largest at 54% within 30 seconds. Third, the cause of ship collision of merchant vessels was the negligence of lookout(41.8%).In the following, 42 vessels (31.3%) did not perform adequate anti-cooperative activities.Followed by 22 vessels (16.4%), which were not monitored continuously. Fourth, TIPOSC and the cause of ship collision are within 30 seconds the negligence of lookout was the most common. Fifth, merchant vessel TIPOSC and type of negligence of lookout factor were the most cause of not recognizing the opponent ship carelessly within 30 seconds. The relationship with 'do not watch' factors showed that OOW 's other tasks were the main cause of human error during the watch time.

Because the damages of corrosion resulting from the chloride ion are very serious, many research studies have been performed to measure the penetration depth of the chloride ion. However, there is a problem with data selection obtained from collection during experiments. In this study, it appears that the collected data are not conformed to a normal distribution. The result of this study will play a very important role, as a first step for the development and construction of a forecasting system to help determine a reliable service lifetime of marine structures.

In this paper to prevent human errors analyzed the causes of railway accidents and human error in last 5 years(2007∼2011). The 2nd Railway Comprehensive Safety Plan currently being implemented in the safety business for prevention of human error. The accidents are often resulted from multiple causes with hardware failure and human errors. And prevention of human error associated with the implementation details of the priority projects, 14 projects were selected by draw. Then Analytic Hierarchy Process(AHP) methodology was used to select what projects were effective to human error.

This study tried to propose plan to prevent human error of railroad driver among human error of railroad worker which takes great share in railroad accident. For this, in order to maintain correlation between the accident actually occurred after the opening of high-speed railroad and experience of accident that did not happened, survey on respondent was analyzed by conducting survey on KTX captain who is working in driving work of high-speed railroad, and instruction management team manager who manages KTX captain and captain. This thesis classified the factors by human factor, job factor, environment factor, organization factor, and established human error management model by comparing and analyzing how each factors have spatial interrelations with a railroad accident. The purpose of this study is to contribute to make safe railroad, and reliable railroad by preventing human error accident by minimizing human error of high-speed railroad drivers, and improving driving workers to cope accurately and fast with irregularities through various institutional improvement, improvement of driving facilities, improvement of operating room environment, and improvement of education system.

Korean societal concern for the train accidents is fast and widely increasing with an ever- increasing demand and use for KTX. Most of these train accidents are inclined to be caused by human error. Experts used to attribute the causes of human error to the defects in various aspects such as technology, organizational system, practices, corporate culture, and/or human resource itself. Among the diverse causes of human error, an important one, even though it was rarely focused, may be the issue of impact of rule or procedure change on human error. Giving attention to the implicit importance of this issue, this study intends to highlight the theme of frequent procedure change in railway driving manual as a critical factor of human error. To attain this purpose mentioned above, dual methodologies were adopted. One is to qualitatively analyze the real cases of procedure change in relevant manuals followed by the incident case(passing the station scheduled to stop) happened lately. Another is to quantitatively perform statistical analysis based on questionnaires received from 224 train drivers. Results show that frequent changes in internal affairs procedure is or may be an important factor causing stress and human error from train drivers.

In recent years, accident induced by human error is increasing in the chemical plant. Human error analysis of the chemical plant was conducted on the basis of past accident. Some company called by A for the basis of a chemical accident. Factor analysis of human errors was separated in plant operation and work. Agency's work of occupational safety & health was classified into four types. It is based on the work before, during work, recovery work, and discontinue work. It was still separated work of human error by analysis and then was derived factor and issue. The human error factor and priority for accident prevention in the chemical plant is presented.

In modern mechanical design environments, frequent design changes make maintaining consistency between CAD data and BOM(Bill of Materials) a significant challenge. In Excel-based BOM management environments, designers often need to manually update 3D assembly models and 2D drawings whenever component information changes, leading to human errors and increased design lead time. This study proposes a reverse data synchronization automation system integrating the CATIA Automation API with Excel macros. When a BOM is modified, the system automatically detects and applies the changes. Using the NewFrom method and a recursive traversal algorithm, the assembly structure can be safely regenerated without reference-link breakage. Experimental results using an assembly model with 72 sub-components showed that the time required for design modification and drawing updates was reduced from approximately 60 minutes to under 2 minutes, achieving about 97% time savings. In addition, the system prevented title block input errors and reference-link failures, ensuring data integrity. The proposed framework provides a practical and cost-effective alternative for implementing a Digital Thread environment without expensive PLM(Product Lifecycle Management) systems.

항공보안 분야에서는 보안검색 실패, 출입통제 오류, 내부자 위협에 대한 인식 부족 등 인적 오류에 기인한 문제가 빈번하게 발생하고 있다. 이러한 위험을 효과적으로 완화하기 위해서는 유사한 보안 발생에 대한 자료를 체계적으로 수집·분석하고, 위험 기반의 접근 방식에 기반한 실질적인 대응 전략을 마련하는 것이 필수적이다. 전 세계적으로 항공 수요가 급속히 증가하고 있는 상황에서, 보안 취약요인의 조기 발견과 예방은 그 중요성이 더욱 커지고 있다. 그러나 처벌 중심의 대응 전략은 조직의 학습과 체계적 개선을 저해할 수 있다는 점에서 한계가 있다. 한편, 항공안전 분야에서는 1970년대부터 공정문화(Just Culture)를 인적 오류 관리의 실질적 틀로 수용해왔으며, 이는 책임성과 비처벌적 환경 간의 균형을 통해 자율보고를 촉진하고 조직 학습을 가능하게 하는 기반이 되어왔다. 최근 ICAO 『Doc. 8973』(2022)에서도 항공보안 분야에 공정문화 기반의 보고체계 도입을 공식적으로 권고하고 있다. 본 연구는 공정문화의 항공보안 적용 필요성을 이론적 및 제도적 분석을 통해 고찰하고, 이에 대한 법적·정책적 대응 방안을 제안하고자 한다. 주요 제안으로는 항공보안 규정에 공정문화 정의를 명문화하고, ‘보안 발생’과 ‘보안 사건’을 명확히 구분하며, 규제 기반의 지원 하에 자율적인 보고 문화를 조성하는 제도적 기반을 마련하는 것이 포함된다. 우리나라 항공보안의 지속 가능하고 효과적인 위험관리를 위해 공정문화는 선택적 요소가 아닌 필수적인 정책 기반으로 인식되어야 할 것이다.

In the field of aviation security, human error-related issues such as screening failures, access control errors, and lack of awareness of insider threats occur frequently. To mitigate these risks, it is essential to systematically collect data on similar occurrences and develop actionable strategies based on risk-based approaches. Given the rapid growth in air traffic demand, early detection and prevention of risks are crucial, while response strategies focused solely on punitive measures may hinder systemic improvement. In the aviation safety domain, Just Culture has been adopted since the 1970s as a practical framework for managing human error. Similarly, ICAO Doc. 8973 (2022) formally recommends the implementation of Just Culture reporting systems in aviation security. This study examines the necessity of applying Just Culture in the aviation security domain through theoretical and institutional analysis and proposes legal and policy measures. Key recommendations include institutionalizing the definition of Just Culture, distinguishing between security occurrences and incidents, and promoting a voluntary organizational culture supported by regulatory frameworks. For sustainable and effective risk management in korea aviation security, Just Culture must be recognized not as an option but as an essential policy foundation.

연구목적: 건설업 기초안전보건교육이 실시된 지 10년이 지난 지금 더 이상의 보수교육이 실시되지 않 고 있으며, 기초안전보건교육을 이수한 사람은 신규채용자교육도 면제되고 있어서 안전교육이 부실화 되고 있다. 조속히 보수교육과 신규채용자교육의 법제화로 불안전한 행동의 유발을 방지하고 안전사 고를 방지하기 위한 전략적 방안을 모색하고자 한다. 연구방법: 본 연구에서는 건설안전교육인 기초안 전보건교육과 신규채용자교육이 불안전한 행동인 Human Error와 위반 행동과의 구조적 관계를 설문 을 통한 회기분석을 실시하였다. 연구결과: 설문조사는 건설업 기초안전보건교육과 신규채용자 교육 이 재해의 인적 요소인 Human Error와 위반 행동 감소에 많은 영향이 있는 것으로 분석되었고 지속적인 안전교육이 안전의식을 높일 수 있음을 확인하였다. 결론: 기초안전보건교육의 보수교육과 신규채용 자 교육의 법 개정으로 안전교육의 부실화를 방지하여야 한다.

Purpose: Ten years after basic safety and health education in the construction industry has been implemented, no more maintenance education has been provided, and those who have completed basic safety and health education are exempt from new employee education. As soon as possible, we will seek strategic measures to prevent unstable behavior and prevent safety accidents by legislating conservative education and new recruitment education. Method: In this study, basic safety and health education, which is construction safety education, and human error, which is unstable behavior of new employees, and structural relationship between violation behavior were conducted through survey. Result: The survey analyzed that basic safety and health education in the construction industry and new recruitment education had a significant impact on the human factors of the disaster, Human Error, and the reduction of violations, and confirmed that continuous safety education could increase safety awareness. Conclusion: The insolvency of safety education shall be prevented by the revision of the Act on the remuneration of basic safety and health education and the education of new employees.

해양경찰 함정에서 발생한 사고는 인명사고와 함정 손실뿐만 아니라 국민의 안전 까지 위협한다. 본 연구는 상선에서의 항해사의 행동 오류에 대한 연구를 함정에 승 선하는 해양경찰관에 적용하여 인적오류를 줄일 수 있는 교육과 훈련을 제안하였다. 먼저 행동오류를 기술기반 행동오류, 규범기반 행동오류, 지식기반 행동오류로 분류 하고, 조함 시뮬레이션을 이용해 실험을 실시하였다. 분석결과는 첫째, 함정 충돌이 발생된 집단은 충돌이 발생되는 않는 집단보다 기술기반오류, 규범기반오류, 지식기 반오류 순으로 높게 나타났다. 둘째, 함정 충돌사고와 규범기반오류, 지식기반오류는 강한 상관관계를 가지며, 기술기반오류는 상대적으로 약한 상관관계가 나타났다. 셋 째, 규범기반오류와 지식기반오류가 없을 때는 기술기반오류가 증가한 해양경찰관은 충돌 할 확률이 약 4배 정도 높아졌다. 넷째, 같은 상황의 반복 실험만으로 규범기반 오류는 낮아졌으나 기술기반오류는 크게 낮아지지 않았으며, 지식기반오류는 오히려 높게 나타났다. 따라서 함정요원의 행동오류를 줄여야한다는 것이 통계적으로 확인 되었다. 또한 함정요원에게 기술적인 교육보다는 다양한 해상상황에 따른 항법을 적 용할 수 있는 교육이 마련되어야 할 것이다. 본 연구를 통해 함정 항해 교육훈련을 위한 가이드라인으로 활용하여 인적 오류로 인한 사고를 줄일 수 있을 것으로 기대 한다.

Accidents arising from korea coast guard ships threaten not only life-threatening and loss of ships, but also the safety of the public. This study proposes education and training that can reduce human error by identifying the behaviors of maritime police officer that cause ship accidents. First, behavioral errors were classified into Skill based Slips, Rule based Mistakes, and Knowledge based Mistakes, and experiments were conducted using ship's handing simulation to identify behavioral errors that occur during ship-ship collision. As a result of the analysis, the group in which the collision occurred had higher errors in the order of SBS, RBM, and KBM than the group in which the collision occurred. In addition, there is a strong correlation between the ship collision accident and RBM and KBM, and the probability of collision of marine police officers with increased SBS is about four times higher. RBM was lowered by simple repetitive training, but SBS was not significantly lowered, and KBM was rather higher. Therefore, it has been statistically confirmed that the behavioral errors of ship's police officers personnel should be reduced, and navigation education according to various maritime situations should be provided rather than technical education handling equipment. This study can be used as a guideline for ship navigation education and training to reduce accidents due to human error.

본 연구는 인적오류 분석체계(HEAR)를 바탕으로 하여 오류와 위반 중 오류에 해당하는 학생들의 부적절한 행위의 근본원인을 파악하고, 학생들의 부적절한 행위 분석 및 해결방안 제시를 통하여 교육시스템의 발전에 영향을 미치는 요인을 조사하는데 목 적이 있다. 인적오류체계를 여러 측면으로 분석한 결과, 학생들의 부적절한 행위의 결정짓는 주요인은 조직시스템의 부적절성 이라는 사실을 알 수 있었고, 오류로 인한 부적절한 행위의 근본 원인을 예측하고 그를 줄이기 위한 방어벽 및 대안을 설립함 으로써 궁극적으로 교육받는 학생들의 발전을 기대해 볼만 하다.

The objective of this study is to find out the root cause for students’inadequate school activities derived from human error taxonomy, Human Error Analysis and Reduction (HEAR), and propose the activity analysis and resolutions for improved school education system. The study result showed that the students’ inadequate activities came from the inadequate organizational factors so that we could expect the possible root cause for the activities and propose adequate defense and resolution for better education system.

이 연구의 목적은 바다에서 생성되는 안개인 해무로 인한 저시정 상황에서 선박충돌사고 예방을 위하여 해양경찰의 안전관리 활동 강화방안을 제시하기 위한 것이다. 연구방법은 해양경찰청 통계연보와 백서, 통제관련 법규를 검토 및 분석 하였다. 해무로 인한 저시정 발생 횟수는 2017년에 150회 이상으로 최대를 기록하였다. 그리고 선박 통항량의 증가와 더불어 저시정 상황에서 선박충돌사고도 지속적으로 증가하고 있다. 예를 들면 2016년 103척에 비하여 2017년에는 198척이 발생하여 52.0%나증가하였다. 충돌사고원인은 운항부주의 등 인적과실에 의한 사고가 80.6%였다. 이에따라 본 연구에서는 농무기 해양사고 현황을 분석하고 저시정과 관련된 선박통제규정의 문제점에 대하여 검토한 후에 저시정 시 선박충돌예방을 위한 해양경찰의 역할에 대하여 제언하였다. 중요한 점은 선박충돌사고 발생이전에 예방활동이며 이를 위하여 선박종사자에 대한 해양경찰의 안전교육과 계도활동의 강화가 요구된다.

The purpose of this study is to propose a plan to strengthen safety management activities of coast guard in order to prevent ship collision under low visibility conditions caused by sea fog. The number of low visibility due to sea-fog reached a peak of more than 150 times in 2017. In conjunction with this increase, vessel collisions continue to increase in low visibility conditions. Especially in 2017, there were 198 cases, which is 52% more than 103 cases in 2016. The cause of the accident was 80.6% of the accidents caused by human error such as inattention related to ship operation. Therefore, this study analyzed the current state of a dense fog season and maritime accidents, reviewed the problems of the ship control regulations related to low visibility, and suggested the role of coast guard to prevent collision at low visibility. The important point is prevention activity prior to the collision. For this purpose, it is required to strengthen the coast guard safety education and guidance.

Aviation safety is increasingly important to secure the safety of the Republic of Korea Air Force (ROKAF). A critical activity for enhancing aviation safety is to analyze an accident throughly and to identify causes that can explain it reasonably. The results of such a systematic accident investigation can be effectively used for improving information displays, task procedures, and training systems as well as for reorganizing team structure and communication control system. However, the current practice of analyzing aviation accidents in ROKAF is too superficial and simple to diagnose them systematically. Additionally, the current practice does not give a full consideration to human factors that have been identified as main causes of most of the aviation accidents. With this issue in mind, this study aims to suggest a new approach to analyzing aviation accidents related to human factors.The proposed method is developed on the basis of several models and frameworks about system safety, human error, and human-system interaction. Its application to forty-two human factors-related accidents, which have occurred in ROKAF during the last ten years, showed that the proposed method could be a useful tool for analyzing aviation accidents caused by human factors.

To verify the effect of driver’s personal characteristics of driver on the accident frequency through railway accidents caused by human errors and the relationship with aptitude test. To prove the relevance between the driver's personal characteristics and human error accidents. Accident data from 2010 to 2011 was analyzed which collected from a train crew department in K national corporation, and 31 drivers gave an personal interview from Sep. 2011 to Nov. 2011 who had controlled a train alone and caused an accident. Compared between driver's personal characteristics and accident rate, and accident induction possibility surveyed from normal person and disqualified in aptitude tests. Accidents was occurred with the age 40s (27%) and 50s (25%), and with the experience between 15 years and 20 years (38%) and over 20 years (30%). Because more aged, more experienced, it can be seen in the correlation between driver's age and accidents induction caused by human errors like illusion. First of all it must be checked whether working conditions and environmental factors are human error-prone. Most accidents occur when received civil complaints or manager at the riding. Therefore accidents can be prevented when investigated through subsequent surveys how often human error happens, even though no accident, and safety device installed based on the error frequency.

The Manchester Driver Behavior Questionnaire (DBQ) is the most commonly used frameworks for investigating the relationship between self-reported driving behavior and accident involvement. After Reason et al. introduced DBQ, there were many studies replicating the research of Reason et al. in many countries. There was, however, no study replication of the Reason's research in Korea. The aim of this study is to replicate the distinction among errors, lapses and violations, and to evaluate the relationship of these behaviors with road traffic accidents on Korean drivers. 223 Korean drivers completed the Korean version of original DBQ with questions regarding background information, such as age, gender, annual mileage and accident involvement. Participants answered self-assessment questions, also. Factor analysis revealed three factors like Reason et al. The three factors were dangerous errors, violations and relatively harmless errors.

Humans are well-known for being adept at using intuition and expertise in many situations. However, human experts are still susceptible to errors in judgment or execution, and failure to recognize the limits of knowledge. This would happen especially in semi-structured situations, in multi-disciplinary settings, under time or other stress, under uncertainty, or when knowledge is outdated Human errors are caused by cognitive biases, attentional slips/memory lapses, cultural motivations, and missing knowledge. The purpose of this research is to study errors of human experts committed in judgment and the general idea of critiquing systems as corresponding plan. Compared to expert systems, critiquing systems are narrowly focused programs useful in limited situations for collaborating with and supporting experts in their task activities. It supports an expert by detecting the human's errors by deploying various strategies that stimulate humans to improve their performance. A variety of types of critiquing systems has spread through numerous application areas.