• 대한교통학회지
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• 제21권4호
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• pp.133-144
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• 2003

현재 도로사업의 타당성 조사 시 사용하는 교통사고 감소편익 산정기준은 도로의 등급별로 사고율을 일률적으로 적용하고 있어 도로자체의 물리적인 특성이 반영되지 못하고 있는 실정이다. 이와 같은 문제점을 해결하기 위해 본 논문에서는 도로의 물리적인 특성과 교통 특성을 반영한 사고예측모형을 개발하여 도로의 신설 및 개량에서 그 도로의 안전성을 평가할 수 있는 방법론을 제시하였다. 본 연구에서는 초기 단계로서 도시지역 도로를 대상으로 하여 모형을 개발하였다. 우선 도로유형별로 사고에 영향을 미치는 요인을 선정하였다. 이 때 선정 기준은 도로계획단계에서도 획득할 수 있는 자료를 위주로 선정하였으며, 변수로는 교통량, 중앙분리대의 유·무, 교차로 수, 연결로 수, 횡단신호등 수, IC밀도 및 차로수 가로 선정되었다. 각 요인과 사고와의 관계를 분석해 본 결과 모두 통계적으로 유의한 수준에서 상관성이 있는 것으로 나타났다. 본 연구에서는 도로의 규모 및 등급에 따라 4가지 유형으로 분류하고, 각각에 대하여 사고예측 모형식을 회귀분석을 통하여 도출하였으며 그 모형식을 실제 자료를 이용하여 검증하였다. 검증결과 모형식의 결과와 실제 사고 자료와의 상관성이 높은 것으로 나타났다. 본 연구에서는 도로 계획 단계에서 새로운 도로의 안전성을 예측할 수 있는 방법론을 제시하였다는 데에 그 의의가 있다. 본 연구에서 이용한 자료가 전라북도 한 지역으로 한정되어 있어 전국적인 대표성을 지니는 데에는 한계가 있을 수 있다는 사실을 밝히고자 한다.

• 한국ITS학회 논문지
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• 제22권5호
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• pp.108-126
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• 2023

본 논문에서는 고속도로 반복정체구간의 소통개선을 위하여 사용되고 있는 갓길차로를 버스전용차로로 운영하는 갓길버스전용차로제 운영 방안을 제시하고 시뮬레이션을 수행하여 기존 갓길차로제 및 중앙버스전용차로&갓길차로제와 비교 평가 하였다. 평가결과에 의하면 현재와 같이 모든 차량을 위한 갓길차로를 운영하는 것보다 소통 및 안전측면에서 유리한 것으로 평가 되었다. 그리고 중앙버스전용차로&갓길차로 보다는 통과버스의 통행속도는 다소 감소하지만 진출입 버스의 통행속도는 증가되고 승용차의 통행속도가 크게 향상되었으며, 승용차와 버스 통행속도를 산술평균한 전체 차량의 통행속도도 크게 증가하는 것으로 분석되어 수송인원 효율성도 향상되는 것으로 분석되었다. 특히 승용차와 버스의 통행속도 차이가 크게 줄어 들어 교통흐름이 안정화되고 승용차들의 버스전용차로 위반 행위를 크게 줄일 수 있을 것으로 판단된다. 그리고 갓길차로 운영시간도 크게 감소되어 갓길차로 본래 기능을 최대한 유지시킬 수 있다. 이러한 영향으로 갓길버스전용차로제가 중앙버스전용차로&갓길차로제보다 사고위험도가 크게 감소되고 사고심각도가 큰 교차상충은 발생되지 않는 것으로 분석되었다.

• Korean Journal of Radiology
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• 제23권9호
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• pp.878-888
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• 2022

Objective: To investigate the clinical impact of a quality improvement program including dedicated emergency radiology personnel (QIP-DERP) on the management of emergency surgical patients in the emergency department (ED). Materials and Methods: This retrospective study identified all adult patients (n = 3667) who underwent preoperative body CT, for which written radiology reports were generated, and who subsequently underwent non-elective surgery between 2007 and 2018 in the ED of a single urban academic tertiary medical institution. The study cohort was divided into periods before and after the initiation of QIP-DERP. We matched the control group patients (i.e., before QIP-DERP) to the QIP-DERP group patients using propensity score (PS), with a 1:2 matching ratio for the main analysis and a 1:1 ratio for sub-analyses separately for daytime (8:00 AM to 5:00 PM on weekdays) and after-hours. The primary outcome was timing of emergency surgery (TES), which was defined as the time from ED arrival to surgical intervention. The secondary outcomes included ED length of stay (LOS) and intensive care unit (ICU) admission rate. Results: According to the PS-matched analysis, compared with the control group, QIP-DERP significantly decreased the median TES from 16.7 hours (interquartile range, 9.4-27.5 hours) to 11.6 hours (6.6-21.9 hours) (p < 0.001) and the ICU admission rate from 33.3% (205/616) to 23.9% (295/1232) (p < 0.001). During after-hours, the QIP-DERP significantly reduced median TES from 19.9 hours (12.5-30.1 hours) to 9.6 hours (5.7-19.1 hours) (p < 0.001), median ED LOS from 9.1 hours (5.6-16.5 hours) to 6.7 hours (4.9-11.3 hours) (p < 0.001), and ICU admission rate from 35.5% (108/304) to 22.0% (67/304) (p < 0.001). Conclusion: QIP-DERP implementation improved the quality of emergency surgical management in the ED by reducing TES, ED LOS, and ICU admission rate, particularly during after-hours.

• Asian Pacific Journal of Cancer Prevention
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• 제15권3호
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• pp.1471-1475
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• 2014

Background: The epidemiological patterns of cancer incidence have been investigated widely in western countries. Nevertheless, information is quite limited in Jiangxi province, southern China. Materials and Methods: All data were reported by 6 population-based cancer registries in Jiangxi Province. The results were presented as incidence rates of cases by site (ICD-10), sex, crude rate (CR), age-standardized rates (ASRs) and truncated incidence rate (TR) per 100,000 person-years, using the direct method of standardization to the world population. Results: 8,765 new cancer cases were registered in our study during the period 2009-2011. Diagnosis of cancer was based on histopathology in 61.0%, clinical or radiology findings in 4.87% and death certificate only (DCO) in 3.0% of the cases. The median age at diagnosis was 62.0 years (mean, 61; standard deviation, 15). The ASRs were 170.8 per 100,000 for men and 111.2 for women. The ASRs for all invasive cancers from the urban areas (145.7 per 100,000) was higher than that of rural areas (137.1). Incidence rates for lung cancer were higher in rural (35.8) than in urban areas (27.0). Similarly, relatively high rates were observed for stomach cancer in rural (20.1) relative to urban areas (15.5). Conclusions: Our results reveal that the most common cancers were breast and lung in women and lung and liver in men. Interestingly, this study suggested a higher incidence rates for lung and stomach cancer in rural males than in urban population, which may suggest other potential causes, such as over-consumption of smoked meats and high prevalence of Helicobacter pylori infection, respectively. Public education and the promotion of healthy lifestyles should be actively carried out.

• 한국사회복지학
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• 제61권4호
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• pp.333-354
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• 2009

본 연구는 우리나라 도시 근로자 가구 중 남녀 가구주 간 빈곤 격차의 원인을 설명하기 위해 격차분해를 시도하였다. 연구는 남녀 가구주 간 빈곤격차의 정도를 살펴보고, 옥사카 분해 방식을 사용하여 격차 요인을 분해를 실시하는 것으로 진행되었다. 분석을 위하여 1982년부터 2008년까지의 (도시)가계조사데이터를 사용하였고, 빈곤여부는 상대빈곤율(중위 소득 50%)로 측정하였다. 주요 연구 결과는 다음과 같다. 첫째, 2008년 여성가구주 가구와 남성가구주 가구의 빈곤 격차에서 계수 효과가 전체 격차의 70% 이상을 차지하는 것으로 나타났다. 둘째, 시기별로 가구주 성별에 따른 빈곤 격차의 추세는 1980년대 증가하다 1990년대 감소, 다시 2000년대 들어서 빈곤격차가 커지는 것으로 나타났다. 셋째, 시기별 빈곤격차 요인 분해 결과, 시간이 흐를수록 특성 효과의 비중이 점차 증가하는 것으로 나타났다. 이는 도시근로자 가구 중 남성가구주에 비해 여성가구주 가구의 특성이 점차 더 열악해지는 것을 의미한다. 동시에 계수효과가 여전히 크다는 것은 도시 근로자 가구들의 경우, 여성가구 주에 대한 차별 또는 사회적 지원의 부족 문제가 크다는 것을 시사한다.

• 한국안전학회지
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• 제32권2호
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• pp.132-146
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• 2017

Appropriate speed limits at a reasonable level in urban roads are highly important factors for efficient and safe movement. Thus, it is greatly necessary to develop the objective models or methodology based on engineering study considering factors such as traffic accident rates, roadside development levels, and roadway geometry characteristics etc. The purpose of this study is to develop the estimate model of appropriate speed limits at each road sections in urban roads using traffic information big data and field specific data and to review the effects of accident decrease. In this study, the estimate method of appropriate speed limits in directional two or more lanes of urban roads is reflecting features of actual variables in a form of adjustment factor on the basis of the maximum statutory speed limits. As a result of investigating and testing influential variables, the main variables to affect the operating speed are the function of road, the existence of median, the width of lane, the number of traffic entrance/exit path and the number of traffic signal or nonsignal at intersection and crosswalk. As a result of testing this model, when the differences are bigger between the real operating speed and the recommended speed limits using model developed in this study, the accident rate generally turns out to be higher. In case of using the model proposed in this study, it means accident rate can be lower. When the result of this study is applied, the speed limits of directional two or more lane roads in Seoul appears about 11km/h lower than the current speed limits. The decrease of average operating speed caused by the decrease of speed limits is 2.8km/h, and the decrease effect of whole accidents according to the decrease of speed is 18% at research road. In case that accident severity is considered, the accident decrease effects are expected to 17~24% in fatalities, 11~17% in seriously injured road user, 6~9% in slightly injured road user, 5~6% in property damage only accidents.

• Asian Pacific Journal of Cancer Prevention
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• 제13권1호
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• pp.351-360
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• 2012

Background: Identification of reliable predictors of leisure time physical activity (LTPA) will enable healthcare providers to intervene and change the patterns of LTPA in the population to improve community health. Objectives: The objectives of this study were to determine prevalence and pattern of LTPA among adult Saudis aged 18-65 years, and to define the socio-demographic determinants that correlate with LTPA in Al-Hassa, Saudi Arabia. Subjects and Methods: A cross-sectional study of 2176 adult Saudis attending urban and rural primary health care centers were selected using a multistage proportionate sampling method. Participants were personally interviewed to gather information regarding socio-demographics, physical activity pattern using the Global Physical Activity Questionnaire (GPAQ). Physical activity (PA) in each domain was expressed in metabolic equivalents (METs). Results: The median total METs minutes/week for LTPA for both genders was 256, higher for men (636 METs minutes/week) compared to women (249METs minutes/week). Overall, only 19.8% of the total PA was derived from LTPA. Of the sampled population 50.0% reported doing no leisure activity. Using the cut off of 600 METs-minutes/day or 150 minutes of moderate intensity over 5 or more days/week, only 21.0% of the included sample were considered as being sufficiently active and 10.4% were in the high active category with beneficial health effects. Multivariate regression analysis showed that male, younger age (<35 years), absence of chronic disease conditions and moderate level of total PA were significant predictors for being active in the LTPA domain. Conclusion: The prevalence and intensity of LTPA among the included sample demonstrated low levels. Nearly 80% of the included sample population did not achieve the recommended LTPA level with beneficial health effects. Female gender, urban residence and associated chronic diseases correlated with a low LTPA.

• 한국도로학회논문집
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• 제18권4호
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• pp.83-92
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• 2016

PURPOSES : The purpose of this study was to develop safety performance functions (SPFs) that use zero-inflated negative binomial regression models for urban intersections in central business districts (CBDs), and to compare the statistical significance of developed models against that of regular negative binomial regression models. METHODS : To develop and analyze the SPFs of intersections in CBDs, data acquisition was conducted for dependent and independent variables in areas of study. We analyzed the SPFs using zero-inflated negative binomial regression model as well as regular negative binomial regression model. We then compared the results by analyzing the statistical significance of the models. RESULTS : SPFs were estimated for all accidents and injury accidents at intersections in CBDs in terms of variables such as AADT, Number of Lanes at Major Roads, Median Barriers, Right Turn with an Exclusive Turn Lane, Turning Guideline, and Front Signal. We also estimated the log-likelihood at convergence and the likelihood ratio of SPFs for comparing the zero-inflated model with the regular model. In he SPFs, estimated log-likelihood at convergence and the likelihood ratio of the zero-inflated model were at -836.736, 0.193 and -836.415, 0.195. Also estimated the log-likelihood at convergence and likelihood ratio of the regular model were at -843.547, 0.187 and -842.631, 0.189, respectively. These figures demonstrate that zero-inflated negative binomial regression models can better explain traffic accidents at intersections in CBDs. CONCLUSIONS : SPFs that use a zero-inflated negative binomial regression model demonstrate better statistical significance compared with those that use a regular negative binomial regression model.

• 한국대기환경학회지
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• 제18권2호
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• pp.113-126
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• 2002

This study was carried out to evaluate the temporal (daily, weekly, and seasonal) variations of volatile organic compounds (VOCs) concentrations at a road-side site in a heavy-traffic central area of Metropolitan Taegu. Ambient air sampling was undertaken continuously for 14 consecutive days in each of four seasons from the spring of 1999 to the winter of 2000. The VOC samples were collected using adsorbent tubes, and were determined by thermal desorption coupled with GC/MS analysis. A total of 10 aromatic VOCs of environmental concern were determined, including benzene, toluene, ethylbenzene, m＋p-xylenes, styrene, o-xylene, 1,3,5-trimethylbenzene, 1,2,4-trimethylbenzene, and naphthalene. Among 10 target VOCs, the most abundant compounds appeared to be toluene (1.5 ∼ 102 ppb) and xylenes (0.1 ∼ 114 ppb), while benzene levels were in the range of 0.3 ∼6 ppb. It was found that the general trends of VOC levels were significantly dependent on traffic conditions at the sampling site since VOC concentrations were at their maximum during rush hours (AM 7∼9 and PM 7 ∼9). However, some VOCs such as toluene, xylenes, and ethylbenzene were likely to be affected by a number of unknown sources other than vehicle exhaust, being attributed to the use of paints, and/or the evaporation of solvents used nearby the sampling site. In some instances, extremely high concentrations were found for these compounds, which can not be explained solely by the impact of vehicle exhaust. The results of this study may be useful for estimating the relative importance of different emission sources in large urban areas. Finally, it was suggested that the median value might be more desirable than the arithmetic mean as a representative value for the VOC data group, since the cumulative probability distribution (n=658) does not follow the normal distribution pattern.

• 한국안전학회지
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• 제33권3호
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• pp.71-76
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• 2018

The purpose of this study is to analyze the factors affecting the roundabout accidents near schools. This study gives particular attentions discussing characteristics by pedestrian accident severity using the ordered logit models. In pursuing the above, 63 roundabouts installed before 2014 are surveyed for modeling. the traffic accident data from 2014 to 2016 are collected from TAAS data set of Road Traffic Authority. Such 35variables explaining the accidents as environment, human, geometries, school and roundabout factor are selected from literature reviews. The main results are as follows. First, the ordered logit models (${\rho}^2$ of 0.272, $x^2$ of 24.723) which is statistically significant have been developed. Second, environment factor variable is analyzed to be day or night ($X_1$ ), human factor variables are evaluated to be driver gender($X_4$), older driver($X_5$), pedestrian gender($X_7$) and children pedestrian($X_8$ ). Third, geometries factor variable are analyzed to be speed limit sign($X_{16}$) and median barrier($X_{21}$), school factor variables are evaluated to be hump-type crosswalk($X_{25}$), CCTV($X_{26}$) and school zone sign($X_{27}$), roundabout factor are analyzed to be roundabout sign($X_{30}$) and number of circulatory roadway lane($X_{32}$). Finally, this study could give some implications to decreasing the accidents severity at roundabout near schools.