• Journal of Korean Society of Transportation
• /
• v.34 no.1
• /
• pp.68-80
• /
• 2016

Interest in freeway truck traffic has increased largely due to greater safety concerns regarding truck-related crashes. The negative interactions between slow-moving trucks and other vehicles are a primary cause of hazardous conditions, which lead to crashes with larger speed variations. To improve operational efficiency and safety, providing a climbing lane that separates slow-moving trucks from higher performance vehicles is frequently considered when upgrading geometrics. This study developed an operations strategy for freeway climbing lanes based on traffic conditions in real time. To consider traffic safety when designing a dynamic strategy to determine whether a climbing lane is closed or open, various factors, including the level of service (LOS) and the percentage of trucks, are investigated through microscopic simulations. A microscopic traffic simulator, VISSIM, was used to simulate freeway traffic streams and collect vehicle-maneuvering data. Additionally, an external application program interface, VISSIM's COM-interface, was used to implement the proposed climbing lane operations strategies. Surrogate safety measures (SSM), including the frequency of rear-end conflicts and, were used to quantitatively evaluate the traffic safety using an analysis of individual vehicle trajectories obtained from VISSIM simulations with various operations scenarios. It is expected that the proposed algorithm can be the backbone for operating the climbing lane in real time for safer traffic management.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.34 no.1
• /
• pp.223-233
• /
• 2014

This study empirically analyzes the relationships among the road and traffic experts' personal characteristics, the driving behavior and factors being expected to have an effect on the satisfaction about roundabout operation. The factors are drawn and grouped through the principle component analysis to clarify driving environment satisfaction on roundabout operation. Each group is named as personal attribute, driving behavior attribute, and satisfaction. After the variables are refined by confirmatory factor analysis, satisfaction model is developed with personal attribute and driving behavior attributes as exogenous variables and roundabout driving awareness and emotion attributes as endogenous variables. As a result, driving satisfaction of roundabout operation is directly influenced by delay reduction, safety improvement, capacity increase, sight improvement, severity accident reduction, and bicycle convenience and indirectly gender, age, driving time, and driving experience. Law obeyance, driving concession, traffic sign obeyance, and interposition do not statistically shows significant on satisfaction. As a result of Analytical Hierarchy Process (AHP), the turning radius of geometry and the driving behavior are important elements for roundabout safety.

• Journal of Trauma and Injury
• /
• v.29 no.1
• /
• pp.1-7
• /
• 2016

Purpose: Tracheobronchial injuries caused by trauma are rare, but can be life threatening. The objective of this study was to evaluate the surgical outcome for patients with tracheobronchial injuries and to determine the difference, if any, between the outcomes for patients with penetrating trauma and those for patients with blunt trauma. Methods: From January 2010 to June 2015, 40 patients underwent tracheobronchial repair surgery due to trauma. We excluded 14 patients with iatrogenic injuries, and divided the remaining 26 into two groups. Results: In the blunt trauma group, injury mechanisms were motor vehicle accident (9 cases), free falls (3 cases), flat falls (1 case) and mechanical injury (1 case). In the penetrating trauma group, injury mechanisms were stab wounds (10 cases), a gunshot wound (1 case) and a stab wound caused by metal pieces (1 case). The mean RTS (Revised Trauma Score) was $6.89{\pm}1.59$ (range: 2.40-7.84) and the mean ISS (Injury Severity Score) was $24.36{\pm}7.16$ (range: 11-34) in the blunt group; the mean RTS was $7.56{\pm}0.41$ (range: 7.11-7.84), and the mean ISS was $13{\pm}5.26$ (range: 9-25) in the penetrating trauma group. In the blunt trauma group, 9 primary repairs, 1 resection with end-end anastomosis, 2 lobectomies, 1 sleeve bronchial resection and 1 pneumonectomy were performed. In the penetrating trauma group, 10 primary repairs and 2 resections with end-end anastomosis were performed. Complications associated with surgery were found in one patient in the blunt trauma group, and one patient in the penetrating trauma group. No mortalities occurred in either groups. Conclusion: Surgical management of a traumatic tracheobronchial injury is a safe procedure for both patients with a penetrating trauma and those with a blunt trauma.

• Journal of Korean Society of Transportation
• /
• v.26 no.2
• /
• pp.47-56
• /
• 2008

Two-Lane Highway of Korea is important, Because it has the largeest portion of all roads of Korea. But it has only one lane for one direction. So, If Delays are happened by low-speed vehicles, high-speed vehicles should over-take through the other side of the road. This over-takings can generate the high possibility of traffic accidents and the severity of traffic accidents by over-takings is very high. Because it generates a head-on collision. But the level of Service that indicates the operation states of Two-Lane Highway is defined as a conception that explains the operation conditions of traffic safety etc. Whencalculating the Level of service. It is considered by only delays. So, in this paper, first, this author wants to present the calculation of delay-time by Total-Delay Rate. Second, by multiplying this delay-time by the costs of delays wants to present the method of calulates the total delay costs. Third, to consider the traffic accidents, After predicting the number of traffic accidents, As multipling this by the average of costs of traffic accidents. want to present the method to calculate Total traffic accidents costs. Forth, present the operation costs.

• Journal of Korean Neurosurgical Society
• /
• v.51 no.4
• /
• pp.215-218
• /
• 2012

Objective: Traumatic epidural hematomas (EDHs) in children are a relatively unusual occurrence. The cause and outcome vary depending on period and reg ion of study. The aims of this analysis were to review the cause and outcome of pediatric EDHs nowadays and to discuss outcome-related variables in a large consecutive series of surgically treated EDH in children. Methods: This is a retrospective review of 29 patients with surgically treated EDHs between Jan 2000 and February 2010. Patients' medical records, computed tomographic (Cl) scans, and, if performed, magnetic resonance imaging (MRI) were reviewed to define variables associated with outcome. Variables included in the analysis were age, associated severe intracranial injury, abnormal pupillary response, hematoma thickness, severity of head injury (Glasgow Coma Scale score), parenchymal brain injury, and diffuse axonal injury. Results: The mean (SO) age of the patients was 109 months (0-185 months). Most of the injuries with EDHs occurred in traffic accident (14 cases, 48.2%) and followed by slip down in 6 cases and falls in 6 cases. There were one birth injury and one unknown cause. EDHs in traffic accidents occurred in pedestrians hit by a motor vehicle, 9 cases; motorbike and car accidents, 5 cases and bicycle accidents, 1 case. The locations of hematoma were almost same in both sides (left side in 15 cases). Temporal lobe is the most common site of hematomas (13 cases, 44%). The mean size of the EDHs was 18 mm (range, 5-40 mm). Heterogeneous hematomas in CT scans were 20 cases (67%). Two patients were referred with unilateral or bilateral dilated pupil(s). There was enlargement of EDH in 5 patients (17%). All of them were heterogeneous hematomas in CT scans. Except for 4 patients, all EDHs were associated with skull fracture(s) (87%). There was no case of patient with major organ injury. CT or MRI revealed brain contusion in 5 patients, and diffuse axonal injury in one patient The mortality was zero, and the outcomes were excellent in 26 and good in 2 patients. None of the tested variables were found to have a prognostic relevance. Conclusion: Regardless of the EDH size, the clinical status of the patients, the abnormal pupillary findings, or the cause of injury, the outcome and prognosis of the patients with EDH were excellent.

• Journal of Acupuncture Research
• /
• v.33 no.4
• /
• pp.15-31
• /
• 2016

Objectives : The aim of this study is to review the instruments used to assess patient condition and the effects of Korean medical treatment for patients injured in traffic accidents in clinical studies in the Korean medical field published in South Korea. Methods : A literature study was performed, and clinical studies on patients injured in traffic accidents visiting Korean medical clinics or hospitals were examined. Data about chief complaints, tools used to assess either patients' condition or the effectiveness of Korean medical treatment, and time point of assessment were extracted. The studies were classified according to symptom. The use-frequency and the parent category of the assessment tools were also analyzed. Results : 78 studies were selected and classified into 5 categories based on the chief complaints, neck pain, lower back pain, headache, psychological symptoms and unspecified symptoms. Various scales were used to report the patient's pain severity, and functional or psychological status resulting from traffic accidents. Pain index, in particular VAS, was most frequently used and a few mechanical instruments and Korean medicinal assessment tools were mentioned. Conclusion : Most instruments used in Korean medicine clinical studies on patients injured in traffic accidents are self-reported tools. To assess both the patient's condition precisely and the effectiveness of Korean medical treatment on patients injured in traffic accidents, more appropriate and unified tools should be designed that consider pain, functional disability, psychological status and objective assessments measured by devices together.

• Journal of Trauma and Injury
• /
• v.26 no.3
• /
• pp.243-247
• /
• 2013

Introduction: Surgical treatment of subclavian artery (SA) injury is challenging because approaching the lesion directly and clamping the proximal artery is difficult. This can be overcome by using an endovascular technique. Case 1: A 37-year-old male was drawn into the concrete mixer truck. He had a right SA injury with multiple traumatic injuries: an open fracture of the right leg with posterior tibial artery (PTA) injury, a right hemothorax, and fractures of the clavicle, scapula, ribs, cervical spine and nasal bone. The injury severity score (ISS) was 27. Computed tomography (CT) showed a 30-mm-length thrombotic occlusion in the right SA, which was 15 mm distal to the vertebral artery (VA). A self-expandable stent($8mm{\times}40mm$ in size) was deployed through the right femoral artery while preserving VA flow, and the radial pulse was palpable after deployment. Other operations were performed sequentially. He had a viable right arm during a 13-month follow-up period. Case 2: A 25-year-old male was admitted to our hospital due to a motorcycle accident. The ISS was 34 because of a hemothorax and open fractures of the mandible and the left hand. Intraoperative angiography was done through a right femoral artery puncture. Contrast extravasation of the SA was detected just outside the left rib cage. After balloon catheter had been inflated just proximal to the bleeding site, direct surgical exploration was performed through infraclavicular skin incision. The transected SA was identified, and an interposition graft was performed using a saphenous vein graft. Other operations were performed sequentially. He had a viable left arm during a 15-month follow-up period. Conclusion: The challenge of repairing an SA injury can be overcome by using an endovascular approach.

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

• Journal of Trauma and Injury
• /
• v.27 no.4
• /
• pp.126-132
• /
• 2014

Purpose: The field trauma triage for injured patients is essential for trauma care system. In this study, agreement of patient evaluation between by prehospital EMS personnel and by hospital staffs and the appropriateness of prehospital triage were evaluated. Methods: This observational study was conducted from September to October 2012 for 5 weeks. During this period, EMT evaluated patient's severity according to guideline for field triage and recorded. Same guideline was applied in 26 hospitals for patients with EMS use. Kappa statistics were used to measure agreement for each item of guideline. Finally, over-triage and under-triage rate of EMT were calculated. Results: During study period, total 3,106 patients were transferred to 26 hospital emergency departments with EMS use. Kappa statistics for "vital signs" items were 0.45 for mentality lower than V and 0.44 for systolic blood pressure lower than 90 mmHg as a moderate agreement. In "anatomy of injury" items Kappa statistics were very low. In "mechanism of injury" items Kappa statistics were 0.28 for high-rise fall down and 0.27 for high energy traffic accident but in other items Kappa statistics were very low. 362 patients (12.0%) were over-triaged and 281 patients (9.3%) were under-triaged. Conclusion: Field triage can be applied but need to evaluate and modify in order to become accurate and sensitive for decision of transportation.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.32 no.5D
• /
• pp.445-451
• /
• 2012

Visual changes and speed changes in curved sections of highways are more dangerous than straight sections According to the enquetes conducted by Coalition for Transportation Culture in 1999, about 78% of drivers are dissatisfied with traffic guide and safety signs, with lack of visibility being the largest reason with about 27.9% of respondents indicating it as reason for dissatisfaction. In particular, the lack of visibility during nighttime or bad weather not only threatens driver safety due to poor delivery of information, but also affects the service level of highways. Because of this a new delineation must be installed and managed to enhance driver visibility. In this research, an optimal delineation system to enhance traffic safety is presented. In this research drivers effectively obtained information on highway alignment on the curved sections using a retro-reflection type delineation system and a newly-developed internal lighting delineation system to improve safety on the highways. A statistical comparison was conducted and analysis was done for the delineation systems that enhanced visibility through primary and secondary enquaetes. As a result, inside-lighting delineator will be selected in terms of safety at the curve sections. The inside-lighting delineator was more effective than the retro-reflection delineator on visibility, the necessity of reduction of speed and will reduce the hazard at curve sections. It is anticipated that when a delineation system based on this research is installed, a reduction in the number the number and severity of traffic accidents on curved sections will be reduced. In addition this system will more effectively provide drivers with information about highway alignment.