• Journal of the Korean Society of Physical Medicine
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• v.11 no.4
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• pp.41-47
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• 2016

PURPOSE: The purpose of this study was to investigate the effects of differences in exercise time arrangement on the functional recovery of the lower limbs and balance of stroke patients. METHODS: The subjects of this study were 100 patients who were hospitalized in two hospitals located in Gyeonggi-do. Before the experiment, 60 of these patients who met the inclusion criteria and did not meet the exclusion criteria were randomly divided into an experimental group (n = 30), whose exercise time was concentrated, and a control group (n = 30), whose exercise time was diffuse. The two groups underwent six weeks of physical and occupational therapy four times a day for five days a week. One session of therapy took 30 minutes, including three sets of physical therapy and one set of occupational therapy. The rest time between the sessions was different for each group. The experimental group had five minutes of rest between each therapy session, and the control group had two hours of rest time between each session. The Fugl-Meyer assessment (FMA), an assessment of each patient's limit of stability (LOS), and a timed up and go test (TUG) were used as test tools. RESULTS: Both groups showed statistically significant increases in their FMA results, LOS measurements, and TUG results. The FMA results of the experimental group were significantly higher than those of the control group. CONCLUSION: Thus, concentrated exercise time was more effective than diffuse exercise time for the recovery of motor function.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.44 no.1
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• pp.101-108
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• 2024

The total number of railroad stations managed in Korea is 322 (including general and wide-area railways), and a considerable number of stations are aging. In terms of the size of the existing railway station and the number of entrances, it has not been possible to secure adequate service capacity, and the demand for station improvement is increasing due to changes in surrounding conditions such as urban development. In the past, railroad stations were focused on the simple function of a connection passage in terms of maintenance or management, but in recent years, railroad stations are also changing to an atmosphere that they should be reborn as a user-centered comfortable, convenient, and safe service provision space. In this study, a case study related to the improvement of the old railway station was conducted to derive an improvement plan that meets the improvement standard of the old station, and the service level evaluation standard was developed. By introducing the concept of service level (LOS) in the development model, station congestion, station movement convenience, and station safety were selected as evaluation indicators. In addition, this development model applied an analytical stratification technique to divide various evaluation elements of each indicator into major and detailed elements and derive the relative importance of the elements by class. Priority for improvement was derived using the ratio of the number of E and F on the LOS for each facility. Based on this study, it is expected to be helpful in using it as an evaluation criterion for improving objective and equitable railway station.

• Journal of Korean Society on Water Environment
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• v.20 no.6
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• pp.641-646
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• 2004

Vehicle emissions from highway landuse include different pollutants such as heavy metals, oil and grease and particulates from fuels, brake pad wear and tire wear. Since highways are impervious and have high pollutant mass emissions from vehicular activity, it is considered as stormwater intensive landuses. Therefore this research was performed to understand the magnitude of first flush and to suggest the criteria of first flush for storm runoff management in highways. The fractions of washed-off mass are very high in first 30% of runoff volume, which suggests a definition of first flush. The washed-off mass stabilizes after 30% of the runoff volume and it is apparent that treatment capacity in the early part of a storm is more valuable than treatment capacity in the later part of the storm. Using the criteria of "high" first flush and "medium" first flush, as 50% of the mass in the first 30% of the volume, and 30 to 50% in the first 30% volume, respectively, more than 30% of the storms showed high first flush. A "first flush friendly" best management practice(BMP), meaning a BMP that can treat a high percentage or all of the initial flow, would be advantageous up to 80% of the events.

• Journal of Korean Society for Atmospheric Environment
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• v.9 no.1
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• pp.51-60
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• 1993

In order to study on the cause of visibility aggravation, we have selected the days of low-visibility observed in Seoul with haziness that was below 6km from 12 to 15 LST. According to the examinations, the number of low-visibility days satisfying the criteria is 30 days in 1989, 39 days in 1990, and 35 days in 1991, respectively. The annual number of low visibility days appears to increase mainly due to an increase in emission of air pollutants and in anthropogenic water vapor in the biosphere. The relationship between visibility and air pollutants(TSP, $NO_2, SO_2, O_3$) of selected days is also studied. Air pollution concentrations of selected days are much higher than those of other days. It is observed that the cause of visibility aggravation in Seoul is mainly smog and air pollutants. In particular, the visibility reduction and high $SO_2$ concentrations at Seoul in winter are similar phenomena that occurring with London smog, while the visibility reduction and high $O_3$ concentrations at Seoul in summer are also similar to the type of Los Angeles smog.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.2
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• pp.108-117
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• 2009

The South Korean government is looking for a solution to the ever-growing problems of traffic congestion, and surging international oil prices: the use of the humble bicycle to get to places. However, Many people feel inconvenient using bicycle because of the insufficient bicycle infrastructure and lack of the safety and connectivity between existing pathways. In this study, bicycle level of service model using ordered probit model is developed considering safety, convenience, connectivity, and factors that affect bicycle LOS. The ordered probit model would be recommended for the research which relates in choice, preference and strength etc. Bicycle level of service criteria is calculated by applying this model reflecting bicyclist's point of view. The model which develops from this research which accomplishes a bicycle level of service evaluation and represent alternative solution to encourage bicyclist. It is believed that the proposed model would be greatly utilized in bicycle network planning, bicycle road and facility alternatives testing, projects funding priority.

• Journal of The Korean Society of Emergency Medicine
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• v.29 no.6
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• pp.595-602
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• 2018

Objective: The Korean Triage and Acuity Scale (KTAS), which was implemented in 2016, needs to be assessed for its validity and reliability. Here we evaluate the relevance of emergency level assessment by analyzing the validity of KTAS as a Korean standardized triage system. Methods: We retrospectively analyzed the medical records of adults who presented to a local emergency room (ER) during an 18-month period. We compared medical resources used, life-saving interventions performed, length of stay (LOS) in ER, admission rate, and mortality at each KTAS level. Results: Among a total of 40,339 patients, most patients were at KTAS 4 (n=19,532, 48.4%) and the longest median LOS in ER was 450 minutes at KTAS 2. As the KTAS level increased, the percentage of medical resources used and lifesaving interventions performed increased significantly. The odds of total admission and intensive care unit admission were significantly higher at KTAS 1 through 4 compared to those at KTAS 5. The odds related to admission and mortality were also significantly higher at KTAS 3 than at KTAS 4. Conclusion: We concluded that the KTAS, as a Korean standardized triage system of emergency level assessment, is relevant. Further, KTAS 1-3 and KTAS 4-5 are appropriate criteria to distinguish emergency and non-emergency patients.

• Journal of Korean Society of Transportation
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• v.34 no.6
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• pp.499-509
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• 2016

The pedestrian traffic flow has more complicated microscopic features than vehicular traffic flow. Without any designated lanes or any guidance, pedestrians naturally move and change their routes in two dimensional domain with ease. Thus the assessment of pedestrian comfort level should be considering the microscopic features of pedestrian flow. This study is aimed at developing pedestrian comfort criteria based upon pedestrian flow simulation model. This study suggests three criteria to determine pedestrian comfort level; the deviation of route, the acceleration of walk, and the number of collision. Each criterion, which can address the unique walking patterns of pedestrian flow, is represented as each different function with respect to traffic flow rate. The criteria can be the additional indicators to determine the level of service of pedestrian flow together with traffic flow rate and walking speed.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.5
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• pp.1-10
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• 2014

This research focuses on the warrants for the Two-Way Left-Turn Lanes (TWLTL). Using a microscopic traffic simulation tool, two key parameters were investigated herewith. One is a wide range of the Design Hourly Volume (DHV), reflective of recent Korean roadway volume characteristics, that is conventionally reduced from the Average Daily Traffic (ADT). The other is driveway spacing, the length of the middle-lane section where two conflicting left-turn demands often compete for space. In addition, unlike previous researches, the way and the procedure the TWLTL operation is realized in the VISSIM S/W with its add-on application such as VISVAP is clearly stated and described in detail. According to the result of simulations for 10 volume scenarios, as expected, the higher the volume level is, the more delay the left-tuner experience. The Level Of Service (LOS) for most cases was in the range of C and D based on the non-signalized intersection LOS criteria. Furthermore, the TWLTL was found operable up to the volume level of 1,116 and 1,860 vph in heavy direction (equivalent of volume level 7) for 3-lane and 5-lane facility respectively, which covers significant portion of existing two to four-lane highway volumes in Korea.

• Journal of Korea Port Economic Association
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• v.39 no.3
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• pp.179-189
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• 2023

Korea's port development adjusts the completion time and size of port facilities according to the future port throughput. The current port development system, which is referred to as "throughput-linked port development (Trigger Rule)", has received positive evaluation for efficiently executing the limited port development budget. Recently concerns have been growing over deteriorating service levels in port facilities in Korea due to accelerated aging of terminal facilities. However, the current port development system does not possess any standard for assessing the level of service and utilizing development indicators. The purpose of this paper is to calculate the Port Service Index (PSI) by selecting indicators to measure the Level of Service (LOS) of ports and deriving weights between the indicators, so that the current "throughput-linked port development (Trigger Rule)" can be linked with the level of service. Based on the result of analysis on a variety of preceding studies, the ship waiting rate, berth productivity, ship turnaround time and ship productivity were selected as four indicators to constitute the Port Service Index. The AHP and entropy methodologies were used to derive weights for each of four indicators which were later combined to calculate the comprehensive weight. The calculation formula of the Port Service Index (PSI) was derived by using the aggregated weights of each indicator, based on which the LOS of domestic container and bulk terminals were evaluated and this measurement result was divided into 6 classes to define each LOS. This paper contributes to draw the improvement measures for port development system that are able to connect the quantitative indicator of throughput, as well as a qualitative indicator of the level of "service".

• Clinics in Shoulder and Elbow
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• v.22 no.4
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• pp.220-226
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• 2019

Background: This retrospective study was undertaken to evaluate mid-term clinical and radiological outcomes of lattisimus dorsi (LD) tendon transfer in patients with irreparable massive rotator cuff tears (MRCT). We hypothesize that LD tendon transfer would provide safe and satisfactory clinical outcomes at mid-term follow-up. Methods: From November 2008 to December 2016, 23 patients ($57.5{\pm}4.4years$; 20 male, 3 female) who underwent LD tendon transfer for massive tears, were enrolled. Inclusion criteria were irreparable MRCT. Exclusion criteria included full thickness subscapularis tear, rotator cuff arthropathy, anterosuperior rotator cuff tear, and osteoarthritis. Mean follow-up period was $4.7{\pm}4.0years$ (range, 2-12 years). Clinical assessment (American Shoulder and Elbow Surgeons [ASES], University of California, Los Angeles [UCLA], Simple Shoulder Test [SST]) and radiographic assessment (osteoarthritis [OA], acromiohumeral distance [AHI]) were evaluated. Results: ASES, UCLA and SST scores, and range of motion (ROM), except internal rotation, improved significantly at the last followup (p<0.05). Also, AHI was significantly improved at the last follow-up, from 6.6 mm to 8.2 mm (p=0.008). At the final follow-up, the radiologic stages of the glenohumeral osteoarthritis were determined as stage 1 in 9 patients, stage 2 in 10 patients, stage 3 in 2 patients, and stage 4 in 2 patients. Complications were observed in 21.7% cases: 3 re-tears and 2 infections were noted in our study. Conclusions: LD tendon transfer for irreparable MRCT provides satisfactory clinical outcomes at mid-term follow-up. Mild degenerative osteoarthritis (stage 1, 2) of the shoulder joint are common at the mid-term follow-up. Also, complications such as tear, infection should be considered.