• 한국산업보건학회지
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• 제27권1호
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• pp.13-22
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• 2017

Objectives: The objective of this study was to evaluate the exposure levels of door-to-door deliverers to fine particulate matter (PM2.5). Another objective was to confirm the general working patterns of door-to-door deliverers via survey. Methods: In the city of Daegu, ten door-to-door deliverers who wished to join the study were recruited. The general working characteristics of door-to-door deliverers were surveyed using self-reported questionnaires. In the cabin of each car driven by a deliverer, a real-time PM2.5 sampler (Sidepak, Model AM510, TSI Inc., MN, USA) and a GPS device (GPS 741, Ascen, Korea) were installed. Each deliverer was monitored for four days per week so that each day could be monitored at least four times. Results: A total of 40 measurements of PM2.5 concentrations were taken during delivery of parcels. The average exposure levels of door-to-door deliverers to PM2.5 was $44.62{\mu}g/m^3$ ($7-9443{\mu}g/m^3$. Exposure levels to PM2.5 according to the day of the week and coverage areas were not significantly different (p>0.05). Door-to-door deliverers using trucks with older diesel engines manufactured before 2006 had significantly higher exposure levels to PM2.5 than in the case of trucks with diesel engines manufactured after 2006 (p<0.05). Many of the door-to-door deliverers reported the status of having windows open during the delivery task. During delivery services, the working hours spent in residential areas were higher than on roadsides, but exposure levels to PM2.5 in residential areas and on roadsides were $46.17{\mu}g/m^3$ and $49.90{\mu}g/m^3$, respectively. Real-time PM2.5 exposure levels were significantly different between roadways and residential areas (p<0.001). Conclusions: PM2.5 exposure levels of door-to-door deliverers were found to be affected by higher vehicle emissions from the roadsides near their vehicle during deliveries and while driving to other locations compared to by PM2.5 from the diesel engines of their own trucks. Particle concentrations from roadsides and emissions from nearby vehicles through open windows were the main source of PM2.5.

• 한국융합학회논문지
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• 제10권1호
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• pp.329-338
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• 2019

본 연구는 국내 택배원들을 대상으로 근로환경, 건강상태 및 안녕 간의 관계를 파악하고, 안녕에 영향을 미치는 요인을 확인하고자 실시하였다. 연구의 자료는 제4차 근로환경조사를 이용하여 총 248명의 택배원을 대상으로 SPSS/WIN 24.0 프로그램을 사용하여 분석하였다. 자료의 분석은 기술통계, t-test, ANOVA, Scheff? test, Pearson correlation coefficient, multiple regression analysis로 분석하였다. 연구결과, 택배원의 안녕에 영향을 주는 요인은 근골격계 작업위험, 근로환경만족, 일과 삶의 균형, 주관적 건강상태이었고 이들 영향요인에 의한 설명력은 23.9%이었다. 본 연구결과에 근거하여 택배원의 안녕을 위한 근로환경을 조성하고, 건강을 향상시키기 위한 프로그램의 개발이 필요하며, 이들의 안녕을 증진시키기 위한 구체적인 중재 프로그램을 개발하고 제공하는 방안이 모색되어야 할 것이다.

• 한국산업보건학회지
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• 제27권4호
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• pp.361-370
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• 2017

Objectives: This study evaluated the diesel engine exhaust (DEE) exposure levels of door-to-door deliverers in Daegu from July to September. Methods: We measured exposure levels of DEE surrogates for the same door-to-door deliverers who joined the particulate matter 2.5 exposure study previously published in this journal. Black carbon(BC) concentrations were measured using real-time BC monitoring devices with 1 minute interval. $NO_2$ concentrations were monitored using passive badges. DEE exposure data were analyzed using the same characteristics and GPS information as the first study. Results: A total of 40 measurements of BC concentrations and $NO_2$ concentrations were collected during delivery of parcels. The average exposure levels to BC, and $NO_2$ were $2.23{\mu}g/m^3$ ($0.001-350.85{\mu}g/m^3$) and 21.26 ppb(3.3-61.37 ppb), respectively. Exposure levels to BC according to the day of a week and coverage areas were not significantly different(p>0.05). Delivery trucks manufactured before 2006 caused significantly higher exposure to BC than the trucks manufactured after 2006(p<0.05). Exposure levels of BC integrated for each time in residential area and roadsides were $1.96{\mu}g/m^3$ and $3.46{\mu}g/m^3$, respectively, and the difference was statistically significant(p<0.001). The Pearson correlation coefficients between the ambient $PM_{2.5}$ and BC was significant, r=0.26(p<0.01); however, the correlations between $PM_{2.5}$ and ambient $PM_{2.5}$, and between BC of DEE and $PM_{2.5}$ of DEE did not show a significant correlation Conclusions: BC and $NO_2$ exposure levels were significantly lower when door-to-door deliverers drove newer trucks. BC exposure levels of deliverers were higher in roadsides than in residential area. DEE from nearby vehicles through open windows might be the main source of BC exposure.