• Journal of Korean Academy of Nursing Administration
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• v.7 no.1
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• pp.5-14
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• 2001

To estimate total burden of hospital admission over patient of gamily, we need to know the unofficial private expenses in addition to explicit hospital admission fees. This study was conducted from June 29, 2,000 to August 10, 2,000. Subjects were 104 patient at university hospital located at chungnam province. After thorough explanation of purpose and procedures, notebooks are given to each patient or guardian. They are requested to recorded all relevant expenditures occurred during hospital stay. Incomplete records were filled-up by direct personal contact or phones. Datas were summarized and analyzed using SAS statistical package. P-value less than 0.05 was considered significant. The results of the study are as follows: 1. In 96.1% of the patient, guardians stayed at hospital to take care of patients. In 38,8% one of the family members get work-leave or temporary resting from job. Average date of leave was 7.5days. 2. Average informal cost burden per patient was 204,467 won (14,330 won${\sim}$1,594,870 won). Average hospital cost paid by the patient was 1,061,807 won. The ratio of informal cost burden to hospital cost paid by the patient was 0.327. 3. According to the regression analysis, the relevant factors affection informal cost burdens were distance from home to hospital(p=0.018), and duration of hospitalization(p=0.0001). 4. Informal cost burden was composed of expenses for personal expense of care giver (126, 720 won/patient), meal (86,924 won/patient), transportation (77,648 won/patient), necessaries of life (18,789 won/patient), tests and treatments not covered by insurance (17,289 won/patient), medical supplies not covered by insurance (15,280 won/patient), treat for visitors (14,757 won/patient), TV coin (8,247 won/patient), and others (7,582 won/patient). In addition to the hospital cost paid by the patient for hospital admission, the informal cost burdens should be recognised explicitly because it is not small. Significant proportion of informal cost burden is composed of care-giver's personal expense, transportation, meal. It is suggested that some polices are to be devised and implemented enabling that this portion of informal expenses be directed to formal professional nursing care. Thus we can improve the quality of care and decrease discomfort of patient's relatives.

• Journal of Korean Academy of Nursing
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• v.30 no.6
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• pp.1455-1466
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• 2000

The purpose of this study was to develop the framework of community-based home care nursing delivery system, and to demonstrate and evaluate the efficiency of it. The study was carned out over a period of 3years from September 1996 to August 1999. The researchers developed Standards for operations, this was all aimed toward a home care recording system, and an assessment intervention algorithm for various diseases quality control and standardization. In the center, 185 patients enrolled, and of the enrollments cerebrovascular disorder and cancer were the most prevailment diseases. Also, a home care nursing activity classification was developed in six domains. Those domains were assessment, medication, treatment, education and consultation, emotional care, and referral or follow-up care. Ten sub-domains were divided according to the systematic needs. Among these nursing activities, treatment, assessment, and education and consultation were frequently performed. In sub-domain classification, skin integrity, respiration, circulation, and immobility related care were provided most frequently. The cost of home care nursing per visit was also suggested. The cost include direct and indirect nursing care, management, and transportation cost. Also, the researchers tried to overcome the limitations of hospital-based home care to provide more accessible, efficient, safe, and stable home care nursing. Therefore, clients were referred from other patients, families, public health care centers, industries, and even hospitals. As a result of this study, several limitations of operation were found. First, it was difficult to manage and communicate with doctor in the emergency situations. Second, there was too much time spent for transportation. This was because they are only five nurses, who cover all of the areas of Seoul and nearby cities. Third, preparation for special care of home care nurses was lacking. Fourth, criteria for the termination of care and the frequency of home visits were ambiguous. Finally, interconnection with home care machinery company was so yely needed. New paragraphs' strategies for solving these problems were suggested. This study will be the basis of community-based home care nursing, and the computerized information delivery system for home care nursing in Korea.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.12 no.3
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• pp.41-63
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• 2004

The area covered by product liability in broadest sense is so vast that an attempt to analyse all its impact on the aviation world risk. Every effort has been made to confine our review of subject a closely as possible to its influence on aircraft manufacturers, airlines and passengers, in spite of strong connections with other spheres of commercial. Product Liability in aviation is the liability of aircraft's manufacturer, processor or non-manufacturing seller for injury to the person or property of a buyer or third party caused by a product which has been sold. Here-in a product is aircraft, third party is passengers who suffered damage by defective design, defective construction, inadequate instructions for handling in aircraft. Whenever a product turns out to be defective after it has been sold, there are under Anglo-American law three remedies available against the aircraft's manufacturer (1) liability for negligence (2) breach of warranty (3) strict liability in tort. There are Under continental law Three remedies available against the aircraft's manufacturer (1) liability for defective warranty (2) liability for non-fulfillment of obligation (3) liability in tort. It is worth pointing out here an action for breach of warranty or for defective warranty, for non-fulfillment of obligation is available only to direct purchaser on the basis of his contract with the aircraft's manufacturer, which of course weakness its range and effectiveness. An action for tort offers the advantage of being available also to third parties who have acquired the defective product at a later stage. In tort, obligations are constituted not only by contract, but also by stature and common law. In conclusion, There in no difference in principle of law. In conclusion I would like to make few suggestions regarding the product liability for aircraft's manufacturer. Firstly, current general product liability code does not specify whether government offices(e.g. FAA) inspector conducted the inspection and auditory certificate can qualify as conclusive legal evidence. These need to be clarified. Secondly, because Korea is gaining potential of becoming aircraft's manufacturer through co-manufacturing and subcontracting-manufacturing with the US and independent production, there needs legislation that can harmonize the protection of both aircraft's manufacturers and their injured parties. Since Korea is in primary stage of aviation industry, considerate policy cannot be overlooked for its protection and promotion. Thirdly, because aircraft manufacturers are risking restitution like air-carriers whose scope of restitution have widened to strict and unlimited liability, there needs importation of mandatory liability insurance and national warranty into the product liability for aircraft's manufacturers. Fourthly, there needs domestic legislation of air transportation law that clearly regulates overall legal relationship in air transportation such as carrier & aircraft manufacturer's liability, and aviation insurance.

• Journal of Korean Society of Transportation
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• v.28 no.6
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• pp.133-146
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• 2010

The objective of this study is to develop a supply chain-based freight distribution channel choice model considering shippers' logistics behaviors which will be used for freight demand estimation. For this purpose, this study utilized the distribution channel data of the petrochemical and automobile industries collected by KTDB center. The distribution channel choice models for these industries were developed by including transport mode, time, cost, and shipment size. It was found that the multinomial logit model with transport cost, time and shipment size is the best, and as shipment increases, bigger transport mode is preferred. Generally direct distribution channel with small truck was preferred over the one using distribution center and/or big truck.

• Journal of Korean Society of Transportation
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• v.27 no.3
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• pp.119-130
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• 2009

The aim of this study is to analyze the effects of DVR(Driving Video Recorder) operation on decreasing the number of traffic accidents, the cost of traffic accident claim, and the behavioral change in drivers' driving. The data for this research are obtained from taxi drivers in Busan. For this, Structural Equation Model and two-way ANOVA are employed for empirical analysis. Overall results of this study show that the number of traffic accidents of 4 taxi corporations in Busan has decreased by average 32.7 percent after using DVRs. In addition, as to the cost of taxi accident claims, it is expected that the DVR operation has a considerable effect on economic benefits of taxi corporations. Moreover, this study could make clear the difference in behaviors between DVR users and non-users, and discriminate the positive and negative impacts of the DVR operation on the drivers' driving behavior. The study quantitatively examined the indirect impact of 'attitude', 'subject norm' and 'behavioral control' factors on planned 'behavior', and the direct impact of 'behavioral control' factor on the planned 'behavior'. This study suggests that they should add the video recoding function of DVRs when operation recorder(blackbox for the car) is obligatorily set up on cars for business by traffic security law.

• International Commerce and Information Review
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• v.16 no.1
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• pp.145-161
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• 2014

The study has try to find out the relationship between airfreight service quality and satisfaction in international forwarding practice which has focused to figure out the mediating role of performance that measured as subjective evaluation on profit. For the purpose of this paper, questionnaire survey has been performed on the relationship among the procedure of the air freight service quality was found to have not only direct influence but also indirect impact through performance on satisfaction. This research made some contribution both academicals and logistic practices. Academically, it is the first research to address the relationship between air freight service quality and profit performance in Korean academic field. Practically, this study provides justification for the investment to improve forwarding service quality. The results of this study bear some implications on international shipping and practice. The quality of the air cargo transportation management system for customer satisfaction and its impact on business performance in the process to make an empirical identifies. The role and influence of the working-level analysis to derive the performance as transportation management, as well as the effectiveness of customer satisfaction for quality and promote a point. Arrange this point take advantage of air cargo companies are composed of service quality management system for the dimension of course aims to foster a competitive advantage in terms of performance. This paper suggest that real-time movement of the consignment route provides information such as verification and business cooperation for the purpose of proper features a reflecting on the stability of cargo air freight management system, that improve the quality of services on this performance to increase the customer satisfaction strategy in connected getting and so on, is in the process of the formation of customer satisfaction.

• Journal of the Korean Geotechnical Society
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• v.34 no.4
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• pp.13-25
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• 2018

When deformation occurs on slope reinforced with anchor, shear stress and bending stress are applied on the shear surface along the slip surface and increase of the shear deformation causes the tension force variation of the anchor. In this study, shear test was performed by measuring the tension force of the anchor by inducing shear deformation in vertical direction of the anchor using a large-scale direct shear test equipment in order to confirm the tension force variation of the anchor induced by shear deformation. The shear test was performed for 8 conditions which were classified according to the anchor reinforcement, separation distance (1D, 2D, 4D) from the shear surface to bonded part and the lateral-pressure condition (0.1 MPa, 0.2 MPa) of adjacent ground. As a result of the shear test, it was found that the separation distance and the lateral-pressure condition affect the shear force of the ground reinforced by anchor and the tension force of the anchor, and experimentally verified that the shear force variation is related to axial force variation of the anchor head and tip. Therefore, it was confirmed that the behavior of the bonded part induced by the shear deformation can be indirectly predicted by analyzing the tendency of the tension force variation of the anchor head.

• Journal of Preventive Medicine and Public Health
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• v.10 no.1
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• pp.34-43
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• 1977

This study attempts to examine the performances of Myun Health Workers-the frontline workers in the Korean rural health care delivery system. The time-activity approach was mainly utilized as a measuring tool. This study was undertaken in September 1976 with 35 Myun Health Workers at the Kang Wha County. The pretested time-activity approach sheets were filled out daily for one month by those Myun Health Workers themselves. Statistical means and variances of analysis were utilized for statistical method in comparing some activities and functions converged into time distribution Findings: 1. The workers's average working hours derived in this study is 8 hours and 48 minutes per day, which takes half an hour longer than normal schedule. 2. They spend 56% working hour for direct services, in other words, the main function, 22% for supportive function, and 22% for other activities, the unrelated health services. 3. Considering the total working hours of main function, out-center activity is far more than in-center services with the ratio of 70% to 30% respectively, which proves, therefore, that the main activity of the workers is home visiting. 4. It takes 20 minutes purely for home visiting and takes 14 minutes for transportation. 5. This research also indicates that such factors as characteristics of the health workers and myun influence in shaping the structures of the worker's function and activity: a. The workers whose working site is located in myun office spend 15% among total working hours in carring out official myun activities, which is incidentally unrelated to health services, while the health subcenter have no rooms for administrative jobs for myun office. b. The workers whose office is in health subcenter contribute much time in doing main function and those working in special project distribute more time in performing supportive function. c. The types of workers are another dominant factor to influence the components of worker's functions and activities. MCH workers and MPW I spend much time for manipulating main function. d. MPW II, whose function is reorganized by special project in 2 myuns shows different pattern of time distribution compared to the TB worker orFP worker in the ordinary area. MPW II distributes their time evenly in performing MCH program, T.B. Program, F.P. program and education activity, while the unipurpose workers engage in carring out only their dominant role. e. Another variables which involve the variation of the worker's activity can be illustrated with the variables like target population, size of myun and convenience for transportation, among which the latter two are remarkable factors in determining the time for out-center service.

• Journal of Korean Society of Transportation
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• v.32 no.6
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• pp.628-637
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• 2014

The purpose of this study is to investigate the actual conditions of the mobility convenience facilities for pedestrians and their perception of the facilities, and thereby provide fundamental material necessary to establish a strategy of improving mobility convenience facilities. This study tried to analyze the characteristics of the mobility convenience facilities for pedestrians. Based on previous studies and "Report of Mobility Facilities of the Mobility Handicapped", this study first chose the evaluation items related to mobility convenience facilities, and then conducted a questionnaire survey and Importance-Performance Analysis (IPA). According to the study results, first, the item that needs intensive improvement was sidewalks, and the detailed indicators for sidewalks were walking safety, convenient facilities for the disabled, and pavement in order. Secondly, the items that need to be maintained were bus and crossroad. Thirdly, the low-ranking items were under-passageway and pedestrian overpass. And lastly, the items that need to be controlled were facilities for passenger terminals and bus terminals. Based on the comprehensive IPA result, this researcher judged the actual use conditions of the mobility convenience facilities in Buyeo-gun, Chungcheongnamdo. Therefore, it was found that it would be urgent to improve the direct walking environment on sidewalks. In this aspect, for future policy decision and facility maintenance, it is desirable to put the item in priority in terms of investment and come up with an improvement strategy.

• Journal of Korean Society of Transportation
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• v.27 no.4
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• pp.195-206
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• 2009

The deregulation of aviation markets in Europe and the United Sates had led airlines to reconfigure their networks into hub-and-spoke systems. Recent trends of "Open Skies" in the Asian aviation market are also expected to prompt the reformation of airlines' networks in the region. A significant connectivity index is a crucial tool for airlines and airport authorities to estimate the degree of hub-and-spoke operations. Therefore, this paper suggests a new index, Continuous Indirect Connectivity Index (CICI), for measuring the coordination of airlines' flight schedules, applying it to the Asian, European and the American aviation markets. CICI consists of three components：(i) temporal connectivity to identify the attractiveness between connection flights, (ii) spatial connectivity to differentiate the attractiveness by de-routing distance with continuous linear function, and (iii) relative intensity to reflect the effect of direct flight frequency on transfer routes. CICI is evaluated to examine a casual relationship through regression analyses with two dependent variables of the number of transfer passengers and transfer rates. Compared with Danesi's index and Doganis' index through evaluation processes, CICI has a higher coefficient value of determination, implying that it explains the relationship between connectivity and transfer passengers more precisely.