• Health Policy and Management
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• v.25 no.3
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• pp.149-151
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• 2015

United Nations (UN) adopted 17 global sustainable development agenda to the year 2030 in the 68th general assembly on september, 2015. The global agendas and goals are important for 3 reasons: (1) to adopt the international standard for determining the health status; (2) to identify areas in need of attention; and (3) to advance international cooperation regarding health issues. In the area of infectious diseases, our goals include the eradication of human immunodeficiency virus infection and acquired immune deficiency syndrome, tuberculosis, and malaria as well as a substantial reduction of hepatitis by the year 2030. In the area of non-communicable diseases, our goal is to reduce premature mortality (${\leq}70years$) at least 30% by the year 2030. Preventive activities such as smoking cessation, alcohol abstinence, nutritional measures, and physical activities, should also be promoted intensively nationwide. It is also necessary to establish stringent policies for control hypertension, diabetes, obesity, and hypercholesterolemia. Additionally, environmental health, injury by traffic accident, mental health, and drug and alcohol abuse are important health policies. Furthermore, in the area of international health and cooperation, maternal and child health remain important areas of support for underdeveloped countries. Education and training towards the empowerment of health professionals in underdeveloped countries is also an important issue. The global agenda prioritize resources(manpower and budget) allocation of international organizations such as UN, World Health Organization, United Nations Development Programme, and World Bank. The global agenda also sets the contribution levels of Official Developmental Assistance donor countries. Health professionals such as professors and researchers will have to turn their attention to areas of vital international importance, and play an important role in implementation strategies and futhermore guiding global agenda.

• Korean Journal of Occupational Health Nursing
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• v.28 no.4
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• pp.208-220
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• 2019

Purpose: This study aimed to determine health problems experienced by workers in special employment relationships (WSER) and identify coping strategies used when such problems occur. Methods: This qualitative study used the focus group interview method. Thirteen study participants included five home-visit tutors, five insurance salespersons, and three credit card recruiters. The interviews were conducted from November 2018 through January 2019, with each occupational group interview lasting about 2 hours. Analysis based on phenomenological research was independently performed by two researchers. Results: Most participants had common health problems involving vocal cord symptoms, and stress related to emotional labor and traffic accidents. The unique health problems included cystitis, musculoskeletal, and digestive symptoms in home-visit tutors; reduced vision and hearing in insurance salespersons; and mental distress in credit card recruiters. There was no protection system for their health coverage, and the company emphasized their self-employed status to avoid taking responsibility for them. Twelve participants did not purchase occupational accident insurance owing to both not having adequate information and economic burden concerning premium status. Conclusion: WSER experienced both physical and mental health problems. These problems were caused by their unstable employment status, and the social security system for their coverage being non-functioning.

• Journal of Chest Surgery
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• v.30 no.3
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• pp.315-321
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• 1997

A clinical analysis was performed on 326 cases of the non-penetrating rib fractures experienced in the department of thoracic and cardiovascular surgery, Chosun University Hospital and 102 cases of the non-penetrating rib fractures those has been admitted and treated in the department of thoracic and cardiovascular surgery, Jeonnam Hwasoon lung-ang Hospital during a period from Jan. 1994 to Dec. 1995. 1. Sex ratio was 3.4:1 in urban and 3.6:1 in rural communities with male predominance. 2. Most· common cause were traffic accident in both communities. 3. Hemothorax, pneumothorax and hemopneumothorax which needed thoracostomy were observed iii 146 cases(44.7%) in the urban and 12 cases(11.7%) in the rural communities. 4. Left thorax was the spell site of rib fractures in both communiti s. 5. Rib fracture was prevalent from 3rd to 6th rib in both communities. 6. Open thoracotomy was performed in 37 cases(11.3%) in urban and 3 cases(2.9%) in rural communities. 7. Overall mortality was 4.29%(14 cases) in urban area and, 1.96%(2 cases) in rural communities, and cause of death were hypovolemic shock, brain edema, sepsis, respiratory failure, asphyxia, and cardiogenic shock.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.6
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• pp.222-234
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• 2020

Autonomous vehicles are equipped with a wide rage of sensors such as GPS, RADAR, LIDAR, camera, IMU, etc. and are driven by recognizing and judging various transportation systems at intersections in the city. The accident ratio of the intersection of the autonomous vehicles is 88% of all accidents due to the limitation of prediction and judgment of an area outside the sensing distance. Not only research on non-signalized intersection collision avoidance strategies through V2V and V2I is underway, but also research on safe intersection driving in failure situations is underway, but verification and fragments through simple intersection scenarios Only typical V2V failures are presented. In this paper, we analyzed the architecture of the V2V module, analyzed the causal factors for each V2V module, and defined the failure mode. We presented intersection scenarios for various road conditions and traffic volumes. we used the ISO-26262 Part3 Process and performed HARA (Hazard Analysis and Risk Assessment) to analyze the risk of autonomous vehicle based on the simulation. We presented ASIL, which is the result of risk analysis, proposed a monitoring concept for each component of the V2V module, and presented monitoring coverage.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.36 no.11B
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• pp.1346-1356
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• 2011

Transportation has been playing important role in our society by providing for people, freight, and information. However, it cuts its own throat by causing car accidents, traffic congestion, and air pollution. The main cause of these problems is a noticeable growth in the number of vehicles. The easiest way to mitigate these problems is to build new road infrastructures unless resources such as time, money, and space are limited. Therefore, there is a need to manage the existing road infrastructures effectively and safely. In this paper, we propose a road reservation scheme that provides fast and safe response for emergency vehicles using ubiquitous sensor network. Our idea is to allow emergency vehicle to reserve a road on a freeway for arriving to the scene of the accident quickly and safely. We evaluate the performance by three reservation method (No, Hop, and Full) to show that emergency vehicles such as ambulances, fire trucks, or police cars can rapidly and safely reach their destination. Simulation results show that the average speed of road reservation is about 1.09 ~ 1.20 times faster than that of non-reservation at various flow rates. However, road reservation should consider the speed of the emergency vehicle and the road density of the emergency vehicle processing direction, as a result of Hop Reservation and Full Reservation performance comparison analysis. We confirm that road reservation can guarantee safe driving of emergency vehicles without reducing their speed and help to mitigate traffic congestion.

• Journal of Trauma and Injury
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• v.23 no.2
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• pp.57-62
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• 2010

Purpose: This study analyzed the characteristics of stable pelvic bone fractures with intra-abdominal solid organ injury. Methods: Medical records were retrospectively reviewed from January 2000 to December 2009 of patients with stable pelvic bone fractures. A stable pelvic bone fracture according to Young's classification is defined as a lateral compression type I and antero-posterior compression type I. Subjects were divided into two groups, one with (injured group) and one without (non-injured group) intra-abdominal solid organ injury, to evaluate the dependences of the characteristics on the presence of an intra-abdominal solid organ injury. Data including demographics, mechanism of injury, initial hemodynamic status, laboratory results, Revised Trauma Score (RTS), Abbreviated Injury Scale (AIS), Injury Severity Score (ISS), amount of transfusion, admission to intensive care unit (ICU), and mortality were analyzed. Results: The subjects were 128 patients with a mean age of 42 years old, of whom were 67 male patients (52.3%). The injured group had 21 patients(16.4%), and the most frequent injured solid organ was the liver. Traffic accident was the most common mechanism of injury and lateral compression was the most common type of fracture in all groups. Initial systolic blood pressure was lower in the injured group, and the ISS was greater in the injured group. Arterial pH was lower in the injured group, and shock within 24 hours after arrival at the emergency department was more frequent in the injured group. Transfused packed red blood cells within 24 hours were 8 patients(38.1%) in the injured group and 11 patients(10.3%) in the non-injured group. Conservative treatment was the most common therapeutic modality in all groups. Stay in the ICU was longer in the injured group, and three mortalities occurred. Conclusion: There is a need to decide on a diagnostic and therapeutic plan regarding the possibility of intra-abdominal solid organ injury for hemodynamically unstable patients with stable pelvic bone fractures and for patients with stable pelvic bone fractures along with multiple associated injuries.

• Korean Security Journal
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• no.41
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• pp.387-408
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• 2014

South Korea already became an aging society, and is now in the process of becoming an aged society. With increasing elderly population, elderly safety issues such as traffic accidents and elderly suicides are becoming important problems. Elderly victimization are increasing, and elderly safety accident is also becoming an imporotant social problem. The police is doing various activities for elderly safety. The police is conducting programs for the elderly, such as a prevention program for fraud against elderly, and safety checks and traffic safety education for preventing elderly traffic accidents. Also, there's a program of providing regular visits for a lone elderly, expansion of CCTV network and fingerprint registration to prevent elderlies with Alzheimer's disease going missing. However, these programs are not done on a national scale, but rather limited to local police stations. The purpose of this study is to seek police roles for enhancing elderly safety, due to lack of police activity in this area. Recommendation for police roles in enhancing elderly safety is to first conduct routine crackdowns on fraud against elderly and also conduct education programs for preventing fraud. Also, crimes such as elderly abuse is lead by elderly protection agencies, but considering elderly abuse is a crime, the police should take a leading role. Also, to prevent elderly suicide, meticulous management of elderlies with high suicide risk is necessary, and elderly protection areas should be designated to prevent traffic accidents. Also, elderlies should be induced to turn in their driver's license. To conduct these matters of elderly safety, an organization exclusively charged with elderly safety is necessary. Elderly safety is a broad concept, and since police alone cannot handle the task of ensuring elderly safety, the police should take on a leading role in cooperative efforts with various institutions of the government, non-profit organizations and the community to establish a social saftey net for elderly safety.

• Journal of Korean Society of Transportation
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• v.35 no.6
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• pp.499-510
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• 2017

Traffic accident fatalities in Korea in 2016 was 4,292 and 1,732 cases were deaths of elderly people. In spite of this, the researches on behaviors of the elderly when crossing roads, are rather limited. The purpose of this study is to investigate and analyze road crossing behavior characteristics of the elderly, when crossing roads, especially focusing on the characteristics of pedestrians and vehicles. Cross-sectional data was collected from six different sites in two regions and the following results was identified. First, at road crossings, 528 cases(84.3%) out of 626 conflict situations of the elderly and 303 cases(63.3%) out of 478 conflict situations of the non-elderly pedestrians were found to be dangerous, respectively. The elderly tend to face a statistically significant risk of 3.11 times higher than that of non-elderly people. Second, 519 cases(82.9%) of jaywalking occurred in 626 conflict cases of the elderly and 375 cases(78.5%) of jaywalking in 478 conflict events of non-elderly persons, which indicates the elderly's 1.34 times higher trend compared with the non-elderly's. Third, the pedestrian safety margin (PSM) analysis showed that the PSM of the elderly and the non-elderly were 3.33 seconds and 4.04 seconds respectively, which is 17.5% high. Fourth, the difference in pedestrian safety interval was examined by dividing the speed of approaching vehicle into less than 30km/h, above 30km/h and less than 50km/h, and over 50km/h. There was no significant difference between the PSM of coming vehicles with the speed less than 30km/h and the PSM of approaching with the speed 30km/h~50km/h, but the conflicts with vehicle of the speed above 50km/h show significantly lower PSM than with vehicle speed of 30km/h~50km/h. Finally, when the risk threshold is set to less than 2.5 seconds, the analysis shows that older pedestrians tend to cross roads dangerously 1.59~2.53 times than younger pedestrians. The results set forth here can be used as a basis for constructing the elderly safety measures at present and a potential basis for autonomous vehicle safety application in the future for solving the issue of the difference in crossing behavior between elderly and non-elderly pedestrians.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.73-75
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• 2014

Marine transportation facility is public goods for the general public and their safety. The study used the Contingent Valuation Method (CVM), a method to estimate economic value of non-market goods, such as environmental goods. In order to analyze economic effects of marine accidents preventable by the VTS, the study estimated costs caused by marine accident cases. It conducted surveys with people and shipping companies in local areas where VTS is to be established in the future. According to a survey with people in areas where marine transportation control center is to be built (Tongyoung), the yearly benefit from building new VTS is estimated at KRW 11billion. If fees are paid in the form of income tax for five years from 2014, corresponding benefits during the same period will reach KRW 47.3 billion in current value. An analysis on economic validity of VTS establishment in Tongyong showed the B/C ration stood at 3.193, far higher than 1. The Net Present Value (NPV) was KRW 32.5 billion and the Internal Rate of Return (IRR) turned out to be 37.4% which was higher than social discount rates of 53.5%. On balance, the establishment has reasonable economic validity.

• 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.