• Journal of Korean Neurosurgical Society
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• v.62 no.2
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• pp.243-255
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• 2019

Objective : Although traumatic brain injury (TBI) occurs in people of all age groups, the elderly population is at a particular risk. The proportion of elderly population in the society is markedly increasing and Korea is one of the most rapidly aging societies. Here, we analyzed the data from 904 patients older over 65 years who were registered in the Korean Neuro-Trauma Data Bank System (KNTDBS). Methods : The Korean Society of Neurotraumatology recorded data from 20 institutions between September 2010 and March 2014. This retrospective study examined the clinical epidemiology, sex difference, outcome epidemiology, sociodemographic variables, and outcomes in the geriatric population related to TBI based on data from the KNTDBS. Results : The study included 540 men and 364 women. The age distributions in the male and female groups were statistically significantly different. The most common cause of trauma was a fall and diagnosis was acute subdural hematoma. The incidence was the highest in men aged 80-84 years and in women aged 75-79 years. The most common time of arrival to hospital after TBI was within 1 hour and 119 rescue team provided first aid earliest to patients with TBI. The mortality rate stratified according to the cause of trauma was significantly different, with mortality rates of 3.77% in fall and 11.65% in traffic accident. The mortality rates according the severity of brain injury, Glasgow Coma Scale score, and treatment were statistically significant. Conclusion : To our knowledge, this study is the first to focus on elderly patients with TBI in Korea and particularly investigate mortality and characteristics related to TBI-related death based on data from the KNTDBS. Although the study has some limitations, our results may be used to obtain useful information to study targeted prevention and more effective treatment options for older TBI patients and establish novel treatment guidelines and health polish for the geriatric population.

• Journal of the Korean Society of Marine Environment & Safety
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• v.3 no.1
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• pp.51-71
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• 1997

As passenger ship accidents so frequently have occurred, crisis consciousness is highly aroused in Korean society. Although bombastic policy guidlines were suggested in accordance with every passenger ship accident, there remains a still high possibility of such an accident reoccurring because passenger ship accidents occur from the perspective of non-compliance. The research objective of this study is to government's safety regulatory policies. Data for the analysis was collected from literature review. A Case study related to passenger ship accident is adopted for the analysis. The research methods utilized in this study consist of extensive quantitative analysis of 138 passenger ship accidents which had happened over last 10 years from 1984 to 1993 in Korea and a qualitative analysis of the passenger ship accident of the Seohae Ferry in October 1993. The results of the quantitive analysis on the 138 passenger ship accidents are as follows; Seeing the accidents yearly, the accidents which occurred by policy non-compliance are still exist, only somewhat reduced as years gone by. Seeing the accidents from the perspective of types of accident, fire accidents and death and injury accidents had more non-compliance factors than contact accidents and one-side collision accidents, etc. had. Seeing the accidents from the perspectives of types of passenger ship, large ships like car ferries and general passenger ship accidents had more non-compliance factors than any other kinds of ships had. Seeing the accidents from the perspectives of tons of passenger ships, large ships weighing more than 1, 000 tons and small ships weighing less than 50tons contained a lots of non-compliance factors. The results of the qualitative analysis of the passenger ship accident of the Seohae Ferry in Octovber 1993 are as follows; From the viewpoint of the human factor, there were non-compliance to the recruiting of required number of qualified crew members and non-compliance to the rule which prohibited them from leaving port in bad weather and high wave conditions. From the viewpoint of the ship factor, there were defects in the ship. So we might say that there was non-compliance which was aroused from the lacks of technical skills. From the viewpoint of the administrative factor, there were many non-compliance factors such as sailor education, shipping management, rescue, safety equipment. From the viewpoint of the passenger factor, there were passengers' threats which compelled the crews to leave the port under bad weather conditions. In conclusion, the principal non-compliances factors are passenger ship company did not follow safety rules such as shipping the permitted number of passengers, loading permitted tons of freight and fastening freights properly and recruiting required number of qualified crew. In order to reduce accidents, firstly we should find out the causes which play key roles in passenger ship companies' non-compliance to the government's safety regulations. Secondly we should tackle the causes.

• Journal of Cadastre & Land InformatiX
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• v.47 no.2
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• pp.233-254
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• 2017

The purpose of this study is to analyze the main factors influencing the severity of traffic accidents and to visualize spatiotemporal characteristics of traffic accidents in Seoul. To do this, we collected the traffic accident data that occurred in Seoul for four years from 2012 to 2015, and classified as slight, serious, and death traffic accidents according to the severity of traffic accidents. The analysis of spatiotemporal characteristics of traffic accidents was performed by kernel density analysis, hotspot analysis, space time cube analysis, and Emerging HotSpot Analysis. The factors affecting the severity of traffic accidents were analyzed using decision tree model. The results show that traffic accidents in Seoul are more frequent in suburbs than in central areas. Especially, traffic accidents concentrated in some commercial and entertainment areas in Seocho and Gangnam, and the traffic accidents were more and more intense over time. In the case of death traffic accidents, there were statistically significant hotspot areas in Yeongdeungpo-gu, Guro-gu, Jongno-gu, Jung-gu and Seongbuk. However, hotspots of death traffic accidents by time zone resulted in different patterns. In terms of traffic accident severity, the type of accident is the most important factor. The type of the road, the type of the vehicle, the time of the traffic accident, and the type of the violation of the regulations were ranked in order of importance. Regarding decision rules that cause serious traffic accidents, in case of van or truck, there is a high probability that a serious traffic accident will occur at a place where the width of the road is wide and the vehicle speed is high. In case of bicycle, car, motorcycle or the others there is a high probability that a serious traffic accident will occur under the same circumstances in the dawn time.

• Journal of Preventive Medicine and Public Health
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• v.23 no.1 s.29
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• pp.98-105
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• 1990

In order to fine out the relationship between traffic accidents and atmospheric phenomena, we have analyzed 2,562 cases, one tenth of the total traffic accidents occurred in Taegu city for a year in 1988. The meteorological elements observed by Taegu Weather Bureau were used. It was divided into two largy categories : the patterns of accident as human injuries and destructions of car. When the accidents were overlapped in each other, it was considered as human injury. Human injuries were subdivided into three parts : death, severe wound and slight in, when more then two cases were overlapped, we choiced severe damage. The average number of daily traffic accidents including human injuries were lowest in winter of four seasons. The accident patterns in accordance with the seasons showed statistically significant difference. The frequency was the highest as 3.3 cases in an hour at $25.1-30.0^{\circ}C$ of atmospheric temperature, the rate of human injury showed the increase by the increased temperature. But there were not significant. Also it was the highest as 3.7 cases in less than 31% of humidity and the rate of human injury as the highest at 41-50%, but not significant. And it was the increasing tendency as wind speed increase, and the rate of human injury was the highest at 6.1-7.0 m/sec, but it was not significant. In relation to precipitation, and visibility, were the highest as 5.4 cases at 5.1-10.0 mm of rainfall, the rate of human injury was increased by the increased precipitation and showed statistically significant. And it was highest within 6 Km of visibility, but the rate of the human injury was the lowest within same distance, and also showed significance. The accidents were higher with snow on the road, but the rate of human injury was comparatively lower, but no significance.

• Journal of Preventive Medicine and Public Health
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• v.14 no.1
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• pp.89-96
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• 1981

Of 2,740 industries in Jeonbug area which are covered by industrial insurance policy, 462 facilities which the accidents related to industry occured during the year of 1979 were studied. and the results are summarized as follows: 1. The accidents related to industry occured in 462 industries of the total 2,740 industrial facilities in Jeonbug area as of 1979. 2. The incidence rate of accident per 1,000 workers was 34.3 (49.2 in male workers and 12.8 in female workers), the frequency rate of the total industries in jeonbug area was 13.36, and severity rate was 1.3. 3. The frequency rates and severity rates by type of industry in study area were quite different to compare with those of national rates. 4. The incidence rate of construction industry was 223.6 per 1,000 workers, and that of transportation-communication industries were 78.6. 5. The proportion of industrial accidents of $20{\sim}24$ age group was 22.1 per cent of the total accidents, and the proportions decreased according to age increase. 6. The incidence rate in the industry having less than 49 workers was 20.6 per 1,000 workers, that of industry with $50{\sim]99$ workers was 26.7, that of industry with $100{\sim}199$ was 51.9, that of industry with $200{\sim}499$ was 80.2 and that of with more than 500 worker was 40.7. 7. The accidents which occured in the workers with experience of less than one year was 69.4 per cent of the total accidents, otherwise, the longer the workers have worked the less accident they have. 8. The most accidents occured in tile shift between 10 to 12 o'clock, and 16 to 18 hour 9. The primary causes of the industrial accidents were found to be collisions, machinery falling objects and falls. 10. The site of injury by type of industry were quite different, and the major site of injury was finger. 11. The laceration and open injuries of the accidents related to industry were 37.2 per cent of the total cases, and fractures or dislocations were 23.5 per cent, and contusions were 6.5 per cent. 12. Death rate of industrial accident was 5.0 per 10,000 workers, and those of industry were 47.6 in transportation, 42.8 in construction industry, 24.4 in mine industry, and 2.0 in manufacturing industry.

• Journal of Navigation and Port Research
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• v.44 no.4
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• pp.291-297
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• 2020

In recent years, an increase in deaths and injuries of port cargo handling workers, has raised the need for more effective accident management. The purpose of this study was to evaluate the accident risk for port cargo handling workers and assess ports with high accident risk within the Korean alternative ports using the Entropy & GRA (Grey Relational Analysis). To achieve this purpose, first, 11 Korean ports were selected and the evaluative factors for their outranking evaluation by brainstorming were extracted. Second, the Grey Relational Coefficient of 11 alternative ports was calculated using the GRA. This paper, finally, determined the priority orders of accident risk through calculation of the Grey Relational Grade as the link Grey Relational Coefficient method and the weights of the evaluative factors were calculated by using the Entropy method. In the proposed model, eight criteria such as cargo worker, old cargo worker, work hours, facilities environment, steel cargo volumes, cargo volumes, injury numbers, and death numbers were collected. Busan port was identified as highest accident risk port, and so it should be a top priority to develop a plan to mitigate the risk.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.3-35
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• 2013

Air transport today is a means of transport that is optimized for exchanges between nations. Around the world, has experienced an increase in operating and the number of airline route expansion that has entered into the international aviation agreements in order to take advantage of the air transport efficient, but the possibility of the occurrence of air transport accidents increased. When compared to the accident of other means of transport, development of air transport accidents, not high, but it leads to catastrophe aviation accident occurs. Air Transport accident many international transportation accident than domestic transportation accident, in the event of an accident, the analysis of the legal responsibility of the shipper or the like is necessary or passenger air carrier. Judgment of the legal order of discipline of air transport accident is a classification of the type of air transport agreement. Depending on the object, air transport agreements are classified into the contract of carriage of aviation of the air passenger transportation contract. For casualties occurs, air passenger transportation accident is a need more discussion of legal discipline for this particular. Korean Commercial Code, it is possible to reflect in accordance with the actual situation of South Korea the contents of the treaty, which is utilized worldwide in international air transport, even on the system, to control land, sea, air transport and welcoming to international standards. However, Korean Commercial Code, the problem of the Montreal Convention has occurred as it is primarily reflecting the Montreal Convention. As a cause of liability for damages, under the Commercial Code of Korea and the contents of the treaty precedent is reflected, the concept of accident is necessary definition of the exact concept for damages of passengers in particular. Cause of personal injury or death of passengers, in the event of an accident to the "working for the elevation" or "aircraft" on, the Montreal Convention is the mother method of Korea Commercial Code, liability for damages of air carrier defines. The Montreal Convention such, continue to be a matter of debate so far in connection with the scope of "working for the lifting of" the concepts defined in the same way from Warsaw Convention "accident". In addition, it is discussed and put to see if you can be included mental damage passenger suffered in air transport in the "personal injury" in the damage of the passenger is in the range of damages. If the operation of aircraft, injury accident, in certain circumstances, compensation for mental damage is possible, in the same way as serious injury, mental damage caused by aviation accidents not be able to live a normal life for the victim it is damage to make. So it is necessary to interpret and what is included in the injury to the body in Korea Commercial Code and related conventions, non-economic damage of passengers, clearly demonstrated from the point of view of prevention of abuse of litigation and reasonable protection of air carrier it must compensate only psychological damage that can be. Since the compensation of delay damages, Warsaw Convention, the Montreal Convention, Korea Commercial Code, there are provisions of the liability of the air carrier due to the delayed arrival of passenger and baggage, but you do not have a reference to delayed arrival, the concept of delay arrangement is necessary. The strict interpretation of the concept of delayed arrival, because it may interfere with safe operation of the air carrier, within the time agreed to the airport of arrival that is described in the aviation contract of carriage of passenger baggage, or, these agreements I think the absence is to be defined as when it is possible to consider this situation, requests the carrier in good faith is not Indian or arrive within a reasonable time is correct. The loss of passenger, according to the international passenger Conditions of Carriage of Korean Air, in addition to the cases prescribed by law and other treaties, loss of airline contracts, resulting in passengers from a service that Korean Air and air transport in question do damage was is, that the fact that Korean Air does not bear the responsibility as a general rule, that was caused by the negligence or intentional negligence of Korean Air is proof, negligence of passengers of the damage has not been interposed bear responsibility only when it is found. It is a clause in the case of damage that is not mandated by law or treaty, and responsible only if the negligence of the airline side has been demonstrated, but of the term negligence "for" intentional or negligent "Korean Air's Terms" I considered judgment of compatibility is required, and that gross negligence is appropriate. The "Korean Air international passenger Conditions of Carriage", airlines about the damage such as electronic equipment that is included in the checked baggage of passengers does not bear the responsibility, but the loss of baggage, international to arrive or depart the U.S. it is not the case of transportation. Therefore, it is intended to discriminate unfairly passengers of international flights arriving or departure to another country passengers of international flights arriving or departure, the United States, airlines will bear the responsibility for the goods in the same way as the contents of the treaty it should be revised in the direction.

• Journal of Chest Surgery
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• v.22 no.1
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• pp.123-133
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• 1989

A clinical evaluation was done on 182 cases of chest trauma which experienced at the Department of Thoracic and Cardiovascular Surgery, National Medical Center, from Sep. 1980 to Dec. 1987. 1] Of 182 cases, 125 cases resulted from non-penetrating chest trauma and 57 cases from penetrating wound. 2] The ratio of male to female was 4.87:1, and age groups between 3rd and 6th decade were 71.9%. 3] The most common causes of chest trauma were traffic accident in non-penetrating and stab wound by knife in penetrating cases. 4] Left thorax was the preferred site of chest injury. 5] The incidences of hemothorax, pneumothorax, and hemopneumothorax were 69.6% in non-penetrating and 91% in penetrating. 6] Rib fractures between 4th rib and 8th rib were 68.8% of total rib fracture cases and left side was preferred site. 7] Methods of treatment were conservative management in 24.7%, closed thoracostomy in 54.9%, open thoracotomy in 14.3%, and etc. 8] The incidence of complications, were 11.5% of total cases, and they were atelectasis [8 cases], empyema [3 cases], pneumonia [3 cases], acute renal failure [2 cases], lung abscess [1 case], and etc. 9] The overall mortality was 6%, and causes of death were hypovolemic shock, renal failure, hepatic failure, respiratory failure, septic shock, and etc.

• Journal of Chest Surgery
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• v.11 no.4
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• pp.501-515
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• 1978

The purpose of this communication is to review the 390 cases of chest trauma, treated at Department of Thoracic and Cardiovascular Surgery, School of Medicine Kyungpook National University from 1960 to 1977. Patients were grouped into two: group `60s [1960-1969] of 103 cases and group `70s [1970-1977] of 257 cases. As the number of cases of each group showed, chest trauma cases increased three times in `70s . The main causes of trauma were auto accident, falling down, industrial injury and stab wound in that order for both groups. Eighty per cent of cases of `60s were between 20 and 59 years and 73.8% of same age range for `70s. Rib fracture of fourth to eighth rib was the most common lesion in both `60s and `70s group. The incidence of hemothorax or hemopnemothorax significantly increased among `70s group than `60s. Clinical manifestations of chest pain and dyspnea remained most frequent symptoms for both groups. The pertinent principles of treatment for the chest trauma were conservative therapy, closed thoracotomy and open thoracotomy. Closed thoracotomy was performed more freely during the period of 1970-1977, with encouraging clinical results. Very few cases of complications other than pneumothorax or hemopneumothorax occurred. Those are fibrothorax, asphyxia, atelectasis and mediastinitis. The overall mortality was 3.9% for the `60s and 2.1% for the `70s group. The possible causes of death of 14 cases of chest trauma whom died on arrival during 1970-1977 were analyzed.

• Journal of Chest Surgery
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• v.11 no.4
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• pp.488-500
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• 1978

The purpose of this communication is to review the 390 cases of chest trauma, treated at Department of Thoracic and Cardiovascular Surgery, School of Medicine Kyungpook National University from 1960 to 1977. Patients were grouped into two: group `60s [1960-1969] of 103 cases and group `70s [1970-1977] of 257 cases. As the number of cases of each group showed, chest trauma cases increased three times in `70s . The main causes of trauma were auto accident, falling down, industrial injury and stab wound in that order for both groups. Eighty per cent of cases of `60s were between 20 and 59 years and 73.8% of same age range for `70s. Rib fracture of fourth to eighth rib was the most common lesion in both `60s and `70s group. The incidence of hemothorax or hemopnemothorax significantly increased among `70s group than `60s. Clinical manifestations of chest pain and dyspnea remained most frequent symptoms for both groups. The pertinent principles of treatment for the chest trauma were conservative therapy, closed thoracotomy and open thoracotomy. Closed thoracotomy was performed more freely during the period of 1970-1977, with encouraging clinical results. Very few cases of complications other than pneumothorax or hemopneumothorax occurred. Those are fibrothorax, asphyxia, atelectasis and mediastinitis. The overall mortality was 3.9% for the `60s and 2.1% for the `70s group. The possible causes of death of 14 cases of chest trauma whom died on arrival during 1970-1977 were analyzed.